Part 139 (Aerodromes) Manual of Standards 2019

In this Chapter:

CASR means the Civil Aviation Safety Regulations 1998.

certified aerodrome means an aerodrome that was a certified aerodrome under Part 139 of CASR immediately before the commencement of this MOS.

existing aerodrome means an aerodrome that was in service as a certified aerodrome or a registered aerodrome under the document called ‘Manual of Standards (MOS) – Part 139 Aerodromes’ as in force immediately before the commencement of this MOS.

existing aerodrome facility means a facility that would have fallen within the definition of an aerodrome facility immediately before the commencement of this MOS had the definition of aerodrome facility then been in force.

Note Aerodrome facility is defined in subsection 3.01 (2).

grandfathered facility means an existing aerodrome facility (the facility) and the obstacle limitation surfaces associated with an existing runway that is part of the existing aerodrome facility (the OLS) that, on and after the commencement of this MOS, do not comply with the standards in this MOS, provided that:

(a) the facility and the OLS complies, and continues to comply, with the standards which applied to the facility and the OLS immediately before the commencement of this MOS; and

Note CASA guidance documents identify the range of previous standards that may have applied.

(b) the aerodrome operator’s aerodrome manual:

(i) identifies the facility and the OLS; and

(ii) sets out in detail how the facility and the OLS do not comply with this MOS.

opted-in means that:

(a) an aerodrome operator voluntarily tells CASA in writing that from a specified date after the commencement of this MOS, a specified grandfathered facility will comply with the requirements of this MOS for the facility; and

(b) the aerodrome operator’s aerodrome manual specifies the date and the facility; and

registered aerodrome means an aerodrome that was a registered aerodrome under Part 139 of CASR immediately before the commencement of this MOS.

replacement, for an existing aerodrome facility, means completion of any activity in relation to the facility which, not being merely maintenance, results in the substitution of a new aerodrome facility for the existing aerodrome facility.

upgrade, for an existing aerodrome facility, means any change to the facility which, for the first time after the commencement of this MOS, enables any of the following changes to aircraft operations using the facility, namely, a change:

(a) from day VFR operations, to night VFR operations;

(b) from non-instrument approaches, to non-precision instrument approaches;

(d) from precision CAT I approaches, to precision CAT II or CAT III approaches;

(e) which enables aircraft take-offs and aerodrome surface movements in runway visibility or RVR conditions of less than 550 m;

(f) which enables the aerodrome to accommodate aircraft of a higher category specified in the ARC under section 4.01 of this MOS than was the case before the change;

(g) which enables the aerodrome to accommodate aircraft on scheduled international operations.

Note The upgrade of a particular aerodrome facility that previously was not compliant with the relevant standards in the MOS is the trigger for the particular facility to be brought into compliance with the MOS. Since the timing and budgeting of an upgrade is under the aerodrome operator’s control, so too is the timing of works necessary to bring the non-compliant facility into compliance with this MOS.

2.02 Application — new aerodromes

This MOS applies:

(a) for an aerodrome that comes into operation for the first time after the commencement of this MOS (a new aerodrome); and

(b) to the operator of a new aerodrome.

2.03 Application — Chapter 22

Despite anything else in this MOS, Chapter 22 applies to and for all aerodromes.

2.04 Application — existing aerodromes etc.

(1) Subject to subsection (3), this MOS applies to the operator of an existing aerodrome.

(2) Subject to subsection (3), this MOS applies for an existing aerodrome facility.

(3) The standards in this MOS for an aerodrome facility and the obstacle limitation surfaces associated with a runway (the OLS) do not apply to a grandfathered facility of the same kind if the grandfathered facility:

(a) complies, and continues to comply, with the standards which applied to the aerodrome facility and the OLS immediately before the commencement of this MOS, as if they continued in force (the grandfathered rules); and

(b) is not:

(i) replaced; or

(ii) upgraded; and

Note Subsection 2.04 (3) indicates when this MOS does not apply to the aerodrome facilities of an existing aerodrome with grandfathered status. Without grandfathered status, all of the requirements of this MOS apply. With grandfathered status, only the standards in this MOS for an aerodrome facility (as defined), and for the obstacle limitation surfaces associated with a runway that is, or is part of, such a facility, do not apply. Instead, the standards for the aerodrome facility and runway-associated obstacle limitation surfaces that previously applied continue to apply. Processes or systems are not aerodrome facilities (as defined) and the standards for these in this MOS apply to the operators of all existing aerodromes from the commencement of this MOS, subject to any relevant transitional provisions that may be included in Part 202 of CASR after the making of this MOS but before it commences.

(3A) The grandfathered rules apply to a grandfathered facility and, for this purpose, the provisions of the Manual of Standards (MOS) – Part 139 Aerodromes for an aerodrome facility (the old MOS) (including the OLS associated with a runway) are incorporated into this MOS, as those provisions were in force immediately before 13 August 2020.

Note Aerodrome facility is defined in subsection 3.01 (2). See also the Note at the end of subsection (3) in relation to processes and systems.

(3B) The requirements of this MOS in relation to an aerodrome facility apply to a grandfathered facility if it fails to comply with the grandfathered rules in accordance with this section.

Note The purpose of subsection (3B) is to remove any doubt that, despite the incorporation of previous standards for certain circumstances, any enforcement action for failure to comply with relevant standards provided for by this MOS will be under Part 139 of CASR and this MOS.

(4) Subject to subsection (5), for subparagraph (3) (b) (ii), the standards in this MOS:

(a) apply only to the upgrading of the specific elements of the facility that are being upgraded; and

(b) do not apply to any other elements of the facility which are not being changed and which, therefore, remain grandfathered until they are either replaced or upgraded.

Note See CASA Advisory Circular (AC) 139.A-03: Application of aerodrome standards, as existing from time to time and freely available on the CASA website, for examples of how subsection (4) operates.

(5) Without otherwise affecting subsection (4):

(a) if a runway is upgraded, the associated OLS must then also comply with the requirements of this MOS for the upgraded runway; and

(b) if the aerodrome reference code of the OLS associated with a runway that is part of a grandfathered facility is changed, the aerodrome reference code of that runway may remain the same but only as long as:

(i) the aerodrome reference code of the OLS associated with the runway is not less than the aerodrome reference code for that runway; or

(ii) the changed aerodrome reference code of the OLS associated with the runway does not result in 1 of the changes mentioned in paragraphs (a) to (g) of the definition of upgrade for that runway.

(6) Despite anything else in this section, this MOS applies to a grandfathered facility if, before the facility is replaced or upgraded, the aerodrome operator has opted-in.

Note For the definition of opted-in, see section 2.01.

2.04A Application — grandfathering of new aerodrome facility developments

(1) In this section:

new aerodrome facility, for an existing aerodrome other than an aerodrome that is compliant with the standards in this MOS for aerodrome facilities, means an aerodrome facility:

(a) that did not exist at the aerodrome before 6 September 2019; and

(b) for which the process of bringing it into existence (the development process) was started by the relevant or proposed aerodrome operator, before 6 September 2019; and

(i) for an aerodrome facility under construction before 6 September 2019 — before 13 November 2021; and

(ii) for an aerodrome facility not under construction before 6 September 2019 — before 13 November 2022.

development process, means any of the following by or for the relevant or proposed aerodrome operator, for construction of the new aerodrome facility:

(a) construction of the new aerodrome facility was underway, provided that, not later than the end of 13 August 2020, the operator satisfies CASA that:

(i) the construction is intended to be completed before 13 November 2021; and

(ii) the operator has a demonstrable plan to achieve such completion;

(b) final building approval was granted by such of the Commonwealth, State, Territory or Local Government authorities (relevant authorities) as are responsible under relevant legislation for granting such a final building approval, provided that, not later than the end of 13 August 2020, the operator satisfies CASA that:

(i) the construction is intended:

(A) to begin before 13 November 2021; and

(B) to be completed before 13 November 2022; and

(ii) the operator has a demonstrable plan to achieve such a beginning and such a completion;

(c) funding, or funding approval, was granted by such of the relevant authorities as are empowered by relevant legislation to grant funding or approve funding for construction of such a facility, provided that, not later than the end of 13 August 2020, the operator satisfies CASA that:

(i) the construction is intended:

(A) to begin before 13 November 2021; and

(B) to be completed before 13 November 2022; and

(ii) the operator has a demonstrable plan to achieve such a beginning and such a completion;

(d) application for a final building approval mentioned in paragraph (b), provided that:

(i) the application is successful, and the approval is granted before 13 November 2021; and

(ii) the construction is intended:

(A) to begin before 13 November 2021; and

(B) to be completed before 13 November 2022; and

(iii) the operator has a demonstrable plan to achieve such a beginning and such a completion; and

(iv) CASA is satisfied, not later than the end of 13 August 2020, that subparagraphs (ii) and (iii) are the case;

(e) application for grant of funding, or funding approval, mentioned in paragraph (c), provided that:

(i) the application is successful and the funding, or funding approval, is granted before 13 November 2021; and

(ii) the construction is intended:

(A) to begin before 13 November 2021; and

(B) to be completed before 13 November 2022; and

(iii) the operator has a demonstrable plan to achieve such a beginning and such a completion; and

(iv) the operator satisfies CASA that subparagraphs (ii) and (iii) are the case.

(2) Subject to subsection (3), this MOS applies to the relevant or proposed aerodrome operator of a new aerodrome facility (the new aerodrome facility).

(3) The standards in this MOS for an aerodrome facility and the obstacle limitation surfaces associated with a runway (the OLS) do not apply to the new aerodrome facility of the same kind as long as that facility:

(a) complies with the standards under the Manual of Standards (MOS) – Part 139 Aerodromes for the aerodrome facility (including the OLS associated with a runway), as in force immediately before 13 August 2020 (the relevant old MOS rules); and

(b) is not:

(i) replaced; or

(ii) upgraded; and

Note Subsection 2.04A (3) indicates when this MOS does not apply to a new aerodrome facility. Without this protected status, all of the requirements of this MOS would apply. With protected status, only the standards in this MOS for an aerodrome facility and for the obstacle limitation surfaces associated with a new runway that is, or is part of, such a new facility, do not apply. Instead, the standards for the aerodrome facility and runway-associated obstacle limitation surfaces contained in the relevant old MOS rules apply. Processes or systems are not aerodrome facilities (as defined) and, subject to any transitional provisions, the standards for these in this MOS apply to the operators of all new aerodrome facilities from the completion of construction of the facility until the facility is replaced or upgraded.

(4) The relevant old MOS rules apply to the new aerodrome facility and for this purpose the relevant old MOS rules, including the OLS associated with a runway, as in force immediately before 13 August 2020, are incorporated into this MOS; and

Note Aerodrome facility is defined in subsection 3.01 (2). See also the Note at the end of subsection (3) in relation to processes and systems.

(5) The requirements of this MOS apply to a new aerodrome facility if it fails to comply with the relevant old MOS rules in accordance with this section.

Note The purpose of subsection (5) is to remove any doubt that, despite the incorporation into this MOS of previous standards for certain circumstances (relevant standards), any enforcement action for demonstrable failure to comply with those relevant standards, as provided for by this MOS, will be under Part 139 of CASR and this MOS. This is because the relevant provisions of these 2 instruments constitute the default applicable rules in the event of such a failure.

(6) Despite anything else in this section, this MOS applies to a new aerodrome facility if, before construction of the facility is completed, the relevant or proposed aerodrome operator notifies CASA, in writing, that from a specified date, sooner than would otherwise have been the case under this section, the facility will comply with the requirements of this MOS for the facility.

2.05 Directions to upgrade a part of an existing aerodrome or facility

(1) Subject to subsection (2), if CASA considers that an activity at an existing aerodrome or an existing aerodrome facility would have an adverse effect on aviation safety if it were not considered to be, or deemed to be, a replacement or an upgrade, CASA may use its powers under regulation 11.245 of CASR to direct the aerodrome operator to do 1 or more of the following:

(a) apply this MOS to the activity as if the activity were a replacement or an upgrade;

(b) apply this MOS to another part of the aerodrome or facility as if that other part were directly and significantly affected by the activity.

(2) For subsection (1), CASA must notify an aerodrome operator:

(a) of any proposal to issue a direction under subsection (1); and

(b) that the operator may object to the proposal.

(3) CASA must not issue a direction unless it has considered any objections from the operator that are received within 28 days (or such longer period as CASA permits) after the notification mentioned in subsection (2).

(4) CASA may specify a shorter period than the 28 days mentioned in subsection (3) if CASA determines that aviation safety requires sooner consideration of the matter.

(5) A direction, notification, permission, objection or determination mentioned in this section must be in writing.

(6) If a direction referred to in this section is issued under regulation 11.245 of CASR, the direction ceases to be in force in accordance with regulation 11.250 of CASR.

Note Under regulation 11.250 of CASR, a direction ceases to be in force:

(a) if it specifies a day on which it ceases to be in force — on the specified day; or

(b) if it does not specify a day for that purpose — 1 year after the day it commences.

(7) This section:

(a) applies subject to, and without prejudice to, CASA’s powers under Subpart 11.G of CASR; and

(b) may be applied only insofar as it is consistent with Subpart 11.G of CASR.

2.06 Non-application of the standards

(1) CASA may approve in writing that an operator is not required to meet a standard specified in this MOS.

(2) An approval under subsection (1) must specify the provisions to which the approval applies, and may be 1 or more of the following:

(a) time-limited or open-ended as to its duration;

(b) made subject to conditions.

(3) For subsection (1), CASA may grant an approval if the aerodrome operator:

(a) applies in writing for an approval; and

(b) identifies each of the relevant standards, by reference to the specific provision in the MOS, which it is proposed will not be met, and explains why it will not be met; and

(d) sets out in an accompanying safety assessment:

(i) the effect on aerodrome and aviation safety of not meeting each of the relevant standards; and

(ii) either:

(A) the measures proposed to mitigate those effects; or

(B) the measures proposed to achieve the same safety outcome as the relevant standards in the MOS would achieve; and

(e) satisfies CASA that the approval will not have any adverse effect on aviation safety.

CHAPTER 3 DEFINITIONS ETC.

3.01 Definitions etc.

(1) In this instrument:

(a) approval means approval in writing by CASA, unless the contrary intention appears; and

(b) words and phrases have the same meaning as in Part 139 of CASR, unless the contrary intention appears in subsection (2).

Note Various other words and expressions used in this MOS have the same meaning as in the CASR Dictionary.

(2) In this instrument:

AAIS means automatic aerodrome information service.

accelerate-stop distance available (ASDA) is the length of the take-off run available (TORA) plus the length of any stopway (SWY).

Note 1 ASDA = TORA + SWY.

Note 2 Any available clearway (CWY) or runway end safety area (RESA) is not included.

Act means the Civil Aviation Act 1988.

ADS-B means automatic dependent surveillance – broadcast.

AEP means aerodrome emergency plan.

aerodrome has the same meaning as in the Act.

aerodrome beacon means an aeronautical beacon used to indicate the location of an aerodrome from the air.

aerodrome elevation means the elevation of the highest point of the landing area.

aerodrome facility means any of the following physical things at an aerodrome as mentioned in this MOS for an aerodrome:

(a) the physical characteristics of any movement area including runways, taxiways, taxilanes, shoulders, aprons, primary and secondary parking positions, runway strips and taxiway strips;

(b) infrastructure;

(d) equipment;

(e) earthing points;

(f) cables;

(g) lighting;

(h) signage;

(i) markings;

(j) visual approach slope indicators;

(k) any other similar thing that is physical matter and is used for the operation of aircraft at the aerodrome.

Note 1 Aerodrome facilities are physical matter. For example, a safety management system is not an aerodrome facility. Management and administrative processes do not constitute an aerodrome facility.

Note 2 The expression aerodrome facilities and equipment is defined in the CASR Dictionary. The different expression aerodrome facility is defined in this MOS and has a different meaning.

aerodrome frequency confirmation system means a system which:

(a) responds automatically when a radio transmission is broadcast on an assigned aerodrome frequency; and

(b) is used to confirm that the correct aerodrome frequency has been selected on the air‑band radio.

aerodrome layout is the number of runways, taxiways and aprons at an aerodrome that are provided with lighting, in 1 of the following categories of aerodrome:

(a) basic — an aerodrome with 1 runway, with 1 taxiway to 1 apron area;

(b) simple — an aerodrome with 1 runway, having more than 1 taxiway to 1 or more apron areas;

aerodrome movement, for an aircraft, means a take-off, a landing, or a touch-and-go manoeuvre at an aerodrome.

aerodrome reference code (ARC) has the meaning given to it in Chapter 4 of this MOS.

aerodrome reference point (ARP) means the designated geographical location of an aerodrome.

aerodrome technical inspection means an inspection of the facilities, equipment and operation of a certified aerodrome, conducted by, or on behalf of, the aerodrome operator to ensure detection of any deterioration that could make any of the facilities, equipment or operations unsafe for aircraft operations.

Aerodrome Terrain and Obstacle Chart — ICAO (Electronic) means an electronic chart that portrays such terrain, obstacle and aeronautical data for an aerodrome as is reasonably required to:

(a) enable an operator to:

(i) carry out operating limitations analysis for aircraft using the aerodrome; and

(ii) know whether the operator’s aircraft may land at, and take off from, the aerodrome within the operating limitations of the aircraft; and

(iii) develop procedures for use in the event of:

(A) a missed approach or take-off; or

(B) an emergency during landing or take-off; and

(b) support the following activities for the safety of air navigation:

(i) instrument procedure design (including circling procedures);

(ii) aerodrome obstacle restriction and removal;

(iii) provision of source data for the production of other aeronautical charts.

Note See sections 7.21 and 7.24.

aerodrome traffic density means the number of aircraft movements in the mean busy hour, in 1 of the following categories:

(a) light — not greater than 15 movements per runway, or typically less than 20 total aerodrome movements;

(b) medium — 16 to 25 movements per runway, or typically between 20 to 35 total aerodrome movements;

aeronautical beacon means an aeronautical ground light visible at all azimuths, either continuously or intermittently, to designate a particular point on the surface of the Earth.

aeronautical ground light means any light specially provided as an aid to air navigation, other than a light displayed on an aircraft.

aeronautical study means an investigation of a problem concerned with aircraft operations, aimed at identifying:

(a) possible solutions (if any); and

(b) the solution (if any) which best preserves an acceptable level of aviation safety.

Note CASA guidance on aeronautical studies is contained in CASA Advisory Circular (AC) 139.A-04: Applying for aerodrome authorisations, exemptions and approvals, as existing from time to time and freely available on the CASA website.

aeroplane reference field length means the minimum field length required for an aeroplane to take off at maximum certificated take-off mass, at sea level, in standard atmospheric conditions, in still air and with zero runway slope, as shown in:

(a) the aeroplane’s aircraft flight manual approved by the national aviation authority which issued the initial type certificate for the aeroplane; or

(b) equivalent data from the aeroplane manufacturer.

AFRU means aerodrome frequency response unit and is the abbreviation used for an aerodrome frequency confirmation system.

AIP means Aeronautical Information Publication.

AIP-ERSA means Aeronautical Information Publication - En Route Supplement of Australia.

aircraft classification number (ACN) means a number expressing the relative effect of an aircraft on a pavement for a specified standard subgrade category.

Note For guidance see CASA Advisory Circular (AC) 139.C-07: Strength rating of aerodrome pavements, as existing from time to time and freely available on the CASA website.

aircraft movement means 1 of the following:

(a) the landing of an aircraft at an aerodrome;

(b) the take-off of an aircraft from an aerodrome;

aircraft movements, when referred to numerically for an aerodrome, for a financial year, means the numbers of aircraft movements at the aerodrome during the financial year, as compiled by the aerodrome operator or the ATS provider.

Note CASA may require an aerodrome operator or an ATS provider to provide it with aircraft movement data: see regulations 139.140 and 139.145 of CASR.

aircraft parking position means an open-air designated area on an apron for parking an aircraft.

Note 1 An aircraft parking position is also known as an aircraft stand.

Note 2 An aircraft parking position does not include any area that is within a fully or partially‑enclosed aircraft hangar.

Note 3 An area designated on an apron as being available for the parking of aircraft is considered to be an aircraft parking position.

airline means an aircraft operator operating aircraft in regular public transport operations.

airside means the following areas, access to which is restricted by the aerodrome operator, or by a Federal or State authority, to authorised persons only:

(a) the movement area of the aerodrome;

(b) where their purpose and use is to directly support aircraft operations — the terrain and buildings adjacent to the movement area, or particular portions of such adjacent terrain and buildings.

Note The word “landside” is used colloquially to denote areas of an aerodrome that are not airside, for example, passenger terminals.

airside driver means a person who drives or operates an airside vehicle.

airside vehicle means a vehicle, including equipment that is mobile under its own power, that is operated airside under the authorisation of the aerodrome operator.

air transport operation has the same meaning as in clause 3 of Part 2 of the CASR Dictionary.

Note An aerial work operation is not an air transport operation.

air transport passenger means a passenger in an air transport operation.

air transport passenger movement numbers, for an aerodrome, for a financial year, means the numbers, published by the Department, of air transport passenger movements at the aerodrome during the financial year, and any reference to air transport passenger movements is a reference to the movements compiled in these numbers.

AIS provider means a person who holds a certificate under regulation 175.055 of CASR.

APEI means the official publication known as Airport Engineering Instructions issued:

(a) by CASA or its predecessors, before the Rules and Practices for Aerodromes (RPA) was first issued; or

(b) otherwise by or under the authority of the Commonwealth.

API means the official publication known as Airport Instructions issued:

(a) by CASA or its predecessors, before the Rules and Practices for Aerodromes (RPA) was first issued; or

(b) otherwise by or under the authority of the Commonwealth.

approved means approved by CASA, whether with or without conditions, unless the contrary intention appears.

apron means a defined area on a land aerodrome to accommodate aircraft for the purposes of loading or unloading passengers, mail or cargo, fuelling, parking, or maintenance.

apron taxiway means a portion of a taxiway system located on an apron to provide a through taxi route for aircraft across the apron to another part of the taxiway system.

ARC means aerodrome reference code.

ARFF unit, for an aerodrome, means the aviation rescue and firefighting unit at the aerodrome.

ARFFS means aviation rescue and firefighting service.

artificial, in relation to an obstacle, object or structure, means an obstacle, object or structure made by human skill and labour.

ATC means air traffic control.

ATS means air traffic service.

AT-VASIS means abbreviated T visual approach slope indicator system.

Australian Height Datum means the datum that sets mean sea level as zero elevation.

A-VDGS means advanced visual docking guidance system.

barrette means 3 or more aeronautical ground lights closely spaced in a transverse line so that from a distance they appear as a short bar of light.

Note Transverse means transverse to the runway centreline.

becomes aware means:

(a) in relation to an aerodrome operator’s awareness of the numbers of aircraft movements at the aerodrome within a period — the operator is taken to know the relevant number of such movements as soon as a reasonable operator, monitoring such movements in any way, would know; and

(b) in relation to an aerodrome operator’s awareness of the numbers of aircraft passenger movements at the aerodrome within a period — the operator is taken to know the relevant number of such movements at the earlier of the following:

(i) the date of publication, if any, by the Department, of the aircraft passenger movement numbers for the aerodrome for the period;

(ii) as soon as a reasonable operator, monitoring such movements in any way, would know.

bypass pad means a pad resembling a runway turn pad except that:

(a) it is extended beyond the declared end of the runway; and

(b) it allows an aircraft to go around the runway end stripe and runway end lights before turning around 180 degrees to use the runway in a reciprocal direction.

CA/GRO means a certified air/ground radio operator.

CA/GRS means a certified air/ground radio service.

CAR means the Civil Aviation Regulations 1988.

CASR means the Civil Aviation Safety Regulations 1998.

CAT, when referring to an instrument approach, means category.

CAVOK means that cloud, visibility and present weather are better than the prescribed values or conditions.

Note CAVOK is sometimes referred to as “ceiling and visibility OK”.

Chicago Convention means the Convention on International Civil Aviation.

civil aviation safety legislation means the Civil Aviation Act 1988, the regulations made under the Act, and instruments, including Civil Aviation Orders and Manuals of Standards, made under the Act or the regulations, and other instruments made under any of the foregoing.

clearway (CWY) means a defined area at the end of the TORA, on the ground or water under the control of the aerodrome operator, that is selected or prepared as a suitable area over which an aeroplane may make a portion of its initial climb to a specified height.

CNS means communications, navigation, surveillance.

Configuration A, for runway guard lights, has the meaning given in subsection 9.99 (1).

Configuration B, for runway guard lights, has the meaning given in subsection 9.99 (1).

critical obstacle means the obstacle within the take-off climb area, or within the approach area, or within both areas, which subtends the greatest vertical angle when measured from the inner edge of the take-off climb surface and/or the approach surface.

CTAF means common traffic advisory frequency.

CVOR means conventional VOR.

daylight means the period between the beginning of morning civil twilight and the end of evening civil twilight.

declared distances means the following:

(a) take-off run available (TORA), being the length of runway declared available and suitable for the ground run of an aeroplane taking off;

Note TORA may include additional length available from a starter extension if provided.

(b) take-off distance available (TODA), being the length of the take-off run available plus the length of the clearway, if provided;

(c) accelerate-stop distance available (ASDA), being the length of the take-off run available plus the length of the stopway, if provided;

(d) landing distance available (LDA), being the length of runway which is declared available and suitable for the ground run of an aeroplane landing.

Department has the meaning given in item 1 in subsection 19A (1) of the Acts Interpretation Act 1901.

Note “Department” means the Department of State of the Commonwealth that is administered by the Minister who, from time to time, administers CASR. At the date of making, this is the Department of Infrastructure, Regional Development and Cities but may change from time to time in accordance with Administrative Arrangements Orders made by the Governor-General.

dependent parallel approaches means simultaneous approaches to parallel or near‑parallel instrument runways where radar separation minima between aircraft on adjacent extended runway centrelines are prescribed.

design slope, for any aerodrome facility, means that, at the design stage of construction, the design of the slope must fall within the range of values expressed in the relevant Table or provision of this MOS for the design slope.

displaced threshold means a threshold not located at the extremity of a runway.

DME means distance measuring equipment.

D value, for a rotorcraft, is the rotorcraft’s maximum dimension when rotors are turning, and is the distance in metres measured from:

(a) the most forward position of the main rotor tip path plane of the rotorcraft;

to:

(b) the most rearward position of the tail rotor tip path plane or of the rotorcraft’s fuselage.

Note “D value” is a common design term used in ICAO Annex 14, Aerodromes, Volume II, Heliports. For ICAO documents, see section 1.07.

DVOR means the Doppler VOR.

earth mat area means the area of virgin ground that is directly underneath, and in immediate proximity to, a communications, navigation, surveillance site.

effective intensity, for a flashing light, is equal to the intensity of a fixed light of the same colour, which will produce the same visual range under identical conditions of observation.

elevation means the vertical distance of a point or a level, on or affixed to the surface of the Earth, measured from mean sea level.

exit taxiway means a taxiway connected to a runway to enable landing aeroplanes to turn off the runway.

facility has the same meaning as aerodrome facility.

FATO area means a final approach and take-off area of an aerodrome used for helicopter operations.

fixed light means a light having constant luminous intensity when observed from a fixed point.

FOD means foreign object debris, which may result in foreign object damage to an aircraft.

frangible object means an object of low mass designed to break, distort or yield on impact so as to present the minimum hazard to aircraft.

GBAS means a ground-based augmentation system comprised of a VHF data broadcast (VDB) antenna and (typically) 4 remote satellite measurement unit (RSMU) antennas, with each of these components:

(a) separately located; and

(b) performing specific functions; and

GLS means GBAS landing system, and is a GNSS alternative to an ILS for approach and landing operations using a GBAS as the primary navigational reference.

GNSS means Global Navigation Satellite System.

gravel, for a surface, means that the surface is comprised of gravel and any binding additives but is not sealed.

hazard beacon means an aeronautical beacon used to designate a danger to air navigation.

HF means the high frequency band, that is radio frequencies in the range 3 000 to 30 000 kHz.

holding bay is a defined area where aircraft can be held or bypassed to facilitate efficient surface movement of aircraft.

Note Generally, such an area is offset from the taxiway so that clearance for passing aircraft is maintained.

homogeneous runway surface means a runway surface that has a consistent surface finish across its full width.

Note A non-homogeneous runway surface means a runway surface that has different surface finishes across its full width. A non-homogeneous runway surface may result in differing friction, loading, and wet weather characteristics. Thus, it may limit the operations of some aircraft types depending on the requirements of the aircraft flight manual.

IATA means International Air Transport Association.

ICAO means the International Civil Aviation Organization established under the Chicago Convention.

Note For ICAO documents, see section 1.07.

ICAO Annex, for a numbered ICAO document, means the Annex, of that number, to the Chicago Convention.

ICAO Annex 4 means Annex 4, Aeronautical Charts.

IFR means instrument flight rules, and has the same meaning as that given in CAR for I.F.R.

ILS means an instrument landing system comprised of the following components:

(a) VHF localizer equipment;

(b) UHF glide path equipment;

(d) localizer far field monitor antennas.

Note Each component of an ILS performs specific functions, and is separately located along the longitudinal axis of, or alongside, the runway. Different siting requirements, and restrictions to access and movement, apply to each site.

ILS critical area means an area about the localizer and glide path antennas where vehicles and aircraft must be excluded during all ILS operations because the presence of vehicles or aircraft inside the area will cause unacceptable disturbance to the ILS signal-in-space.

ILS sensitive area means an area extending beyond the ILS critical area:

(a) where the parking and movement of vehicles and aircraft is controlled to prevent the possibility of unacceptable interference to the ILS signal during ILS operations; and

(b) which is protected against interference caused by large moving objects outside the ILS critical area but still normally within the airfield boundary.

independent parallel approaches means simultaneous approaches to parallel or near‑parallel instrument runways where radar separation minima between aircraft on adjacent extended runway centrelines are not prescribed.

independent parallel departures means simultaneous departures from parallel or near‑parallel instrument runways.

instrument approach procedures means a series of predetermined manoeuvres by reference to flight instruments with specified protection from obstacles from the initial approach fix or, where applicable, from the beginning of a defined arrival route to a point from which a landing can be completed and thereafter, if a landing is not completed, to a position at which holding or en route obstacle clearance criteria apply.

instrument meteorological conditions (IMC) means meteorological conditions expressed in terms of visibility, distance from cloud, and ceiling, less than the minimum specified for visual meteorological conditions.

instrument runway means 1 of the following types of runway nominated for the operation of aircraft using instrument approach procedures:

(a) non-precision approach runway, being a runway, served by visual aids and non‑visual aids, intended for landing operations following an instrument approach operation with a minimum descent height or decision height (DH) at or above 250 ft (a type A operation) in runway visibility of not less than 1 000 m;

(b) precision approach runway, Category (CAT) I, being a runway, served by visual aids and non-visual aids, intended for landing operations following an instrument approach operation with a DH lower than 250 ft (a type B operation) but not lower than 200 ft, and either:

(i) in visibility of not less than 800 m; or

(ii) with an RVR of not less than 550 m;

(c) precision approach runway, Special Authorisation Category I (SA CAT I), being a runway, served by visual aids and non-visual aids, nominated for landing operations following an instrument approach type B operation with a DH lower than 200 ft but not lower than 150 ft, and an RVR of not less than 450 m;

(d) precision approach runway, Special Authorisation Category II (SA CAT II) being a runway, served by visual aids and non-visual aids, nominated for landing operations following an instrument approach type B operation with a DH lower than 200 ft but not lower than 100 ft, and an RVR of not less than 350 m;

(e) precision approach runway, CAT II, being a runway, served by visual aids and non‑visual aids, nominated for landing operations following an instrument approach type B operation with a DH lower than 200 ft, but not lower than 100 ft, and an RVR of not less than 300 m;

(f) precision approach runway, CAT III, being a runway, served by visual aids and non‑visual aids, for landing operations following an instrument approach type B operation to and along the surface of the runway and:

(i) for CAT IIIA — nominated for operations with a DH lower than 100 ft or with no decision height, and an RVR of not less than 175 m; and

(ii) for CAT IIIB — nominated for operations with a DH lower than 50 ft or with no decision height, and an RVR of less than 175 m but not less than 50 m; and

(iii) for CAT IIIC — nominated for operations with no DH or RVR limitations.

Note 1 Instrument approach procedures are classified as follows:

(a) Non-precision approach (NPA) procedure: an instrument approach procedure designed for 2D instrument approach type A operations.

(b) Approach procedure with vertical guidance (APV): a performance-based navigation (PBN) non-precision instrument approach procedure designed for 3D instrument approach type A operations.

(c) Precision approach (PA) procedure: an instrument approach procedure based on navigation systems (ILS, MLS, GLS and SBAS CAT I) designed for 3D instrument approach type A or B operations.

Note 2 When preparing or nominating their infrastructure to support the desired aircraft operation, the aerodrome operator determines the classification of instrument runway for which the runway is to be nominated provided that the relevant standards in this MOS are achieved. A certified designer under Part 173 of CASR may then be tasked to design the optimal terminal instrument flight procedure to the capabilities of the instrument runway.

Note 3 Special Authorisation Category operations may only be utilised by aircraft operators who meet specific requirements for flight crew competency, aircraft capability and any conditions relevant to the terminal instrument flight procedure.

Note 4 The visual aids provided need not necessarily be matched to the scale of the non-visual aids provided. CASA recommends that visual aids should be determined based on the requirements for the intended classification of operation and in consultation with the aircraft operators for whom it is intended to be utilised.

intermediate holding position means a designated holding position for traffic control, at which taxiing aircraft and vehicles:

(a) must stop and hold only if so instructed by the aerodrome control tower; and

(b) if so stopped, must not proceed until given clearance by the aerodrome control tower.

international aerodrome means an aerodrome:

(a) designated by the Department as an international airport in Australia (a designated international airport in Australia); and

(b) identified as a designated international airport in Australia on the Department’s website.

Note Generally, scheduled international air transport operations are conducted only at international aerodromes. The list of designated international airports in Australia may be accessed by navigating from the following link: https://infrastructure.gov.au/aviation/international/icao/desig_airports.aspx.

international air transport operation means an international air transport operation whether or not it is conducted in accordance with a published schedule.

jet blast means the thrust force from an aircraft jet or turbofan engine when the aircraft is on or close to the ground.

LAHSO means land and hold short operations.

landing area means that part of a movement area for the landing or take-off of aircraft.

landing distance available (LDA) means the length of runway (RWY) available for the ground run of a landing aeroplane. The LDA commences at the runway threshold.

Note 1 LDA = length of RWY (if threshold is not displaced).

Note 2 The stopway (SWY) and clearway (CWY) are not part of the LDA.

light failure means that:

(a) the light is deemed to be unserviceable (that is, in a failed state) when the main beam average intensity:

(i) is less than 50% of the value specified in the appropriate figure showing the isocandela diagram; or

(ii) ceases to illuminate; and

(b) for paragraph (a), for light units with the designed main beam average intensity higher than the value shown in the isocandela diagram — the 50% value must be related to that higher design value; and

(c) when assessing the main beam — specified angles of beam elevation, toe-in and beam spread must be taken into consideration.

lighting system outage means that a light or lighting system is experiencing a deteriorated performance level (including total failure) which requires:

(a) the fixing of the light or lighting system as soon as possible; and

(b) a report to be made to AIS provider requesting that a NOTAM be issued.

lighting system reliability means the probability that the complete installation operates within the specified tolerances and that the system is operationally usable.

low-visibility procedure (LVP) means a procedure applied at an aerodrome for protecting aircraft operations during conditions of reduced visibility or low cloud.

LVP means low-visibility procedure.

MAGS means movement area guidance sign.

manoeuvring area means that part of the aerodrome to be used for the take-off, landing and taxiing of aircraft, excluding aprons.

marked:

(a) when used in relation to a marking — refers to the marking; and

(b) when used in relation to a marker — refers to the marker.

marker means an object displayed above ground level in order to indicate an obstacle or delineate a boundary.

marking means a symbol or group of symbols displayed on the surface of the movement area of an aerodrome to convey surface movement, or aeronautical, information.

mass and weight, as used in this MOS, have the same meaning.

MAUM means maximum all-up mass.

MET means meteorological.

method of working plan (MOWP) means a plan to ensure that aerodrome works do not present a hazard to aircraft operations.

MLS means microwave landing system.

movement area means that part of an aerodrome to be used for the take-off, landing and taxiing of aircraft, consisting of the manoeuvring area and the aprons.

movements, for the definition of aerodrome traffic density, means the sum of the following:

(a) each take-off of an aircraft with passengers on board;

(b) each landing of an aircraft with passengers on board;

MTOM means maximum take-off mass.

MTOW means maximum take-off weight.

NDB means non-directional beacon.

near-parallel instrument runways means non-intersecting runways whose extended centrelines have an angle of convergence/divergence of 15 degrees or less.

nominated, for an ARC, means nominated by the aerodrome operator.

non-instrument runway means a runway for the operation of aircraft using visual approach procedures.

non-precision approach runway has the meaning given to it in paragraph (a) of the definition of instrument runway.

NOTAM means Notice to Airmen, and is a notice issued by the NOTAM Office containing information or instructions concerning the establishment, condition or change in any aeronautical facility, service, procedure or hazard, the timely knowledge of which is essential to persons concerned with flight operations.

obstacle-free zone (OFZ) means the airspace above the inner approach surface, inner transitional surface, baulked landing surface, and that portion of the runway strip bounded by these surfaces, which is not infringed by any fixed obstacle other than a low mass and frangibly mounted one required for air navigation purposes.

obstacle limitation surfaces (OLS) means a series of planes, associated with each runway at an aerodrome, that defines the desirable limits to which objects or structures may project into the airspace around the aerodrome so that aircraft operations at the aerodrome may be conducted safely. The obstacle limitation surfaces are as follows:

(a) the outer horizontal surface;

(b) the conical surface;

(d) the approach surface;

(e) the inner approach surface;

(f) the transitional surface;

(g) the inner transitional surface;

(h) the baulked landing surface;

(i) the take-off climb surface.

obstacle restriction area consists of the runway strips, runway end safety areas, clearways and taxiway strips.

obstacles means fixed (whether temporarily or permanently) and mobile objects, structures, and parts of such objects and structures, that:

(a) are located on an area provided for the surface movement of aircraft; or

(b) extend above a defined surface designated to protect aircraft in flight; or

(c) stand outside the defined surfaces mentioned in paragraphs (a) and (b) and that have been assessed as being a hazard to air navigation.

OMGWS means outer main gear wheel span.

PAL means pilot-activated lighting system.

PANS-OPS means Doc.8168-OPS/611 Volume II (Procedures for Air Navigation Services – Construction of Visual and Instrument Flight Procedures) approved and published by decision of the Council of the International Civil Aviation Organization, as in force or existing from time to time.

PAPI means precision approach path indicator.

passenger movement numbers, in relation to an aerodrome for a period, means the sum of the total numbers of passengers who arrive at, or depart from, the aerodrome for the period:

(a) as published by the Department; or

(b) if paragraph (a) does not apply — as calculated in accordance with a method approved in writing by CASA.

paved, for a surface, means that the surface is prepared as a pavement.

pavement means a surface that is constructed from a combination of a sub-base, a base course, and a surface course, placed on a subgrade to support the traffic load and distribute it to the subgrade.

Note A subgrade is a prepared foundation or the natural surface on which the pavement is constructed.

pavement classification number (PCN) means a number expressing the bearing strength of a pavement for unrestricted operations by aircraft with aircraft classification number (ACN) less than or equal to the PCN.

Note For guidance see CASA Advisory Circular (AC) 139.C-07: Strength rating of aerodrome pavements, as existing from time to time and freely available on the CASA website.

pilot, when used in relation to the location of a thing relative to the pilot of an aircraft, means the pilot in command of the aircraft, unless the contrary intention appears.

PPE means personal protective equipment.

precision approach runway means a runway described in paragraph (b), (c), (d), (e) or (f) of the definition of instrument runway.

precision approach terrain chart — ICAO is a chart providing detailed terrain profile information for a defined portion of the final approach to a runway to enable an aircraft operator to assess the effects of the terrain when determining decision height using radio altimeters.

primary runway means a runway used in preference to other runways whenever conditions permit.

pushback vehicle includes a pushback unit.

QNH means altimeter subscale setting to obtain elevation (on the ground) or altitude.

rapid exit taxiway means a taxiway connected to a runway at an acute angle, designed to allow landing aeroplanes to turn off the runway at higher speeds than are achieved on exit taxiways, thereby minimising runway occupancy times.

reference elevation datum has the same meaning as in section 7.04.

road holding position is a designated position at which vehicles may be required to hold.

RSM means remote satellite measurement.

RSMU means remote satellite measurement unit.

RTAO means restrictions to aircraft operations.

RTIL means runway threshold identification lights.

Rules and Practices for Aerodromes means the official publication known as Rules and Practices for Aerodromes issued:

(a) by CASA or its predecessors, before the Manual of Standards (MOS) — Part 139 Aerodromes was first published by CASA on 1 May 2003; or

(b) otherwise by or under the authority of the Commonwealth.

runway (RWY) means a defined rectangular area on a land aerodrome prepared for the landing and take-off of aircraft.

runway end safety area (RESA) means an area symmetrical about the extended runway centreline and adjacent to the end of the runway strip, primarily to reduce the risk of damage to an aeroplane which undershoots or overruns the runway.

runway guard light means a light system provided to caution pilots or vehicle drivers that they are about to enter an active runway.

runway holding position means a designated position at a controlled aerodrome that is provided to protect a runway, an obstacle limitation surface, or an ILS or MLS critical or sensitive area, at which taxiing aircraft and vehicles must stop and hold, unless otherwise authorised by the aerodrome control tower.

Note For the use of runway holding positions at non-controlled aerodromes, refer to CAAP 166-1.

runway inner shoulders means the portion of the runway shoulders immediately adjacent to the runway.

runway starter extension means an additional length of pavement that:

(a) is immediately before the runway threshold; and

(b) increases the distance available for take-off; but

runway slope means the slope of a runway, presented as a percentage deviation from the horizontal. It is calculated by dividing the difference between the maximum and minimum deviations from the horizontal along the runway centreline, by the runway length, multiplying the quotient by 100 and expressing the product as a percentage deviation from the horizontal.

runway strip means a defined area, including the runway and stopway, provided to:

(a) reduce the risk of damage to aircraft running off a runway; and

(b) protect aircraft flying over the runway during take-off or landing operations.

runway type FATO means the final approach and take-off area of an aerodrome having characteristics similar in shape to a runway.

runway visibility (RV) means the distance along a runway over which a person can see and recognise a visibility marker or runway lights.

runway visual range (RVR) has the same meaning as in the CASR Dictionary.

SA means special authorisation.

SALS means a simple approach lighting system.

scheduled air transport operation means an air transport operation conducted in accordance with a published schedule.

scheduled domestic air transport operation means an air transport operation conducted in Australia in accordance with a published schedule.

scheduled international air transport operation means an international air transport operation conducted in accordance with a published schedule.

sealed, for a surface, means that the surface is wholly, or preponderantly, sealed with a surface treatment which may include bitumen, asphalt, concrete or another suitable treatment.

secondary power supply, for an aerodrome’s functionality, means an electrical power supply that:

(a) is automatically connected to the relevant load when the primary power source fails; and

(b) is derived from:

(i) the normal public electrical power supply, but in a way that:

(A) supplies power for the aerodrome’s functionality from a special substation that is not the normal substation; and

(B) supplies the power through a special transmission line that follows a route different from the normal power supply route; and

(C) makes extremely remote the possibility of a simultaneous failure of the normal public electrical power supply and the power supply for the aerodrome; or

(ii) 1 or more generators, batteries, or similar devices which deliver a constant, reliable and sufficient supply of electrical power for the relevant aerodrome service.

Note See also sections 9.03 and 9.04.

segregated parallel operations means simultaneous operations on parallel or near‑parallel instrument runways in which 1 runway is used exclusively for approaches and the other runway is used exclusively for departures.

SGS means satellite ground station.

shoulders means an area adjacent to the edge of a pavement so prepared as to provide a transition between the pavement and the adjacent surface.

signal circle means an area on an aerodrome used for the display of ground signals.

SMS means safety management system, and includes the statements and documents mentioned in Chapter 25 that describe and support the system.

stopway (SWY) means a defined rectangular area on the ground at the end of the take-off run available prepared as a suitable area in which an aircraft can be stopped in the case of an abandoned take-off.

STODA means supplementary take-off distance available.

Supply Authority means the body for an area that is approved, licensed or authorised by the State or Territory government of the area (the polity), or by the legislation of that polity, to supply electrical power to the general public of the area.

switch-over time, for a light, means the time required for the actual intensity of a light measured in a given direction to fall from 50% and recover to 50% during a power supply changeover when the light is being operated at intensities of 25% or above.

tabletop exercise means a theoretical discussion in which an emergency event is simulated, usually with timescales significantly compressed, and relevant persons verbally describe how they respond to the emergency but without any physical demonstration of the actual response.

take-off distance available (TODA) is the full length of the runway plus the length of any clearway. However, if there is no designated clearway, the part of the runway strip between the end of the runway and the runway strip end must be included as part of the TODA.

Note TODA = TORA + CWY.

take-off run available (TORA) is the full length of the runway available in the relevant take-off direction.

Note 1 TORA = length of RWY.

Note 2 Neither stopway (SWY) nor clearway (CWY) are included in the TORA.

take-off runway means a runway designated for take-off only.

taxilane means a portion of an apron designated as a taxiway and for use only to provide access to, and egress from, aircraft parking positions.

Note A fully or partially enclosed aircraft hangar is not within the meaning of aircraft parking position, as defined.

taxiway (TWY) means a defined path on an aerodrome on land, established for the taxiing of aircraft from 1 part of an aerodrome to another. A taxiway includes a taxilane, an apron taxiway and a rapid exit taxiway.

Note Taxilane, apron taxiway, exit taxiway, rapid exit taxiway and taxiway system are also defined terms.

taxiway intersection means a junction of 2 or more taxiways.

taxiway strip means an area including a taxiway provided to protect an aircraft operating on the taxiway and to reduce the risk of damage to an aircraft which accidentally runs off the taxiway.

taxiway system means a number of interconnecting taxiways.

threshold means the beginning of that portion of the runway usable for landing.

time-limited works means aerodrome works that may be carried out if normal aircraft operations are not disrupted and the movement area can be restored to normal safety standards in not more than 30 minutes.

touchdown zone means the portion of a runway, beyond the threshold, where landing aeroplanes are to first contact the runway.

traffic density has the same meaning as aerodrome traffic density.

transient obstacle includes a mobile obstacle.

T-VASIS means T visual approach slope indicator system.

Type A chart is a chart which contains information on all significant obstacles within the take-off area of an aerodrome up to 10 km from the end of the runway.

Type B chart is an obstacle chart which provides obstacle data from around the aerodrome.

UHF means the ultra high frequency band, that is radio frequencies in the range 300 to 3 000 MHz.

UNICOM (universal communications) means a non-air traffic control communication facility operated to provide an advisory service to enhance the value of information normally available at a non-controlled aerodrome.

unsealed, for a surface, means that the surface is not sealed.

VASI means visual approach slope indicator.

VASIS means a visual approach slope indicator system.

VDB means VHF data broadcast.

VDGS means a visual docking guidance system.

VFR means visual flight rules, and has the same meaning as that given in CAR for V.F.R.

VHF means the very high frequency band, that is radio frequencies in the range 30 to 300 MHz.

visibility (V) means visibility for aeronautical purposes and is the greater of the following:

(a) the greatest distance at which a black object of suitable dimensions, situated near the ground, can be seen and recognised when observed against a bright background;

(b) the greatest distance at which lights in the vicinity of 1 000 candelas (cd) can be seen and identified against an unlit background.

Note 1 The 2 distances have different values in air of a given extinction coefficient, and the distance mentioned in paragraph (b) varies with the background illumination. The distance mentioned in paragraph (a) is represented by the meteorological optical range (MOR).

Note 2 For international recognition and consistency, the definition of visibility is taken from ICAO Annex 3, Meteorological Service for International Air Navigation, Chapter 1, Part 1. For ICAO documents, see section 1.07.

visibility marker means a dark object of suitable dimensions for use as a reference in evaluating runway visibility.

visual aids means visual aids to navigation in the form of markers, markings, lights, signs, signals, displays or wind direction indicators, or combinations of these, which provide information to aircraft and vehicles on, or using, the movement area of an aerodrome.

visual meteorological conditions (VMC) means meteorological conditions expressed in terms of visibility, distance from cloud, and ceiling, equal to or better than specified minima.

VOR means VHF omnidirectional radio range.

WAM means wide area multilateration.

weight and mass, as used in this MOS, have the same meaning.

wheelbase means the distance from the nose gear to the geometric centre of the main gear.

Y location code means the international code prefix used to identify Australian aerodromes.

Example: YMML identifies Melbourne Airport.

(3) In addition to any relevant definitions contained in subsection (2), the following definitions apply for applicable provisions in relation to runway surface conditions:

contaminant means matter present on the surface of a runway that meets one or more of the following runway surface condition descriptors:

(a) compacted snow, being snow that has been compacted into a solid mass such that aeroplane tyres, at operating pressures and loadings, will run on the surface without significant further compaction, or rutting of the surface;

(b) dry snow, being snow from which a snowball cannot readily be made;

(c) frost, being frost that consists of ice crystals formed from airborne moisture on a surface whose temperature is below freezing;

Note 1 Frost differs from ice in that the frost crystals grow independently and, therefore, have a more granular texture.

Note 2 Below freezing refers to air temperature equal to or less than the freezing point of water (0 degrees Celsius).

Note 3 Under certain conditions, frost can cause the surface to become very slippery and it is then reported appropriately as reduced braking action.

(d) ice, being water that has frozen, or compacted snow that has transitioned into ice, in cold and dry conditions;

(e) slush, being snow that is so water-saturated that it will splatter if stepped on forcefully, or from which water will drain when a handful is picked up;

(f) standing water, being water of a depth greater than 3 mm;

Note By convention, running water of a depth greater than 3 mm is reported as standing water.

(g) wet ice, being ice with water on top of it, or ice that is melting;

Note Freezing precipitation can lead to runway conditions associated with wet ice in relation to aeroplane performance. Wet ice can cause the surface to become very slippery. It is then reported appropriately as reduced braking action in accordance with section 12.04A of this MOS. For guidance, see also Multi-Part AC 91-32 and AC 139-22 v2.0, Global reporting format – Runway surface condition.

(h) wet snow, being snow that contains enough water content to be able to make a well‑compacted, solid snowball, and from which water will not squeeze out.

Note A runway is contaminated when one or more contaminants are present on the surface of the runway.

runway condition assessment matrix or RCAM means a matrix for assessing the runway condition code from a set of observed runway surface conditions and the pilot in command’s report on braking action.

runway condition code or RWYCC is the number used in a runway condition report to describe the runway surface condition.

Note The runway condition code allows the flight crew to make an operational aeroplane performance calculation in accordance with section 12.04A of this MOS. For guidance, see also Multi-Part AC 91-32 and AC 139-22 v2.0, Global reporting format – Runway surface condition.

runway condition report or RCR means a comprehensive standardised report relating to runway surface conditions, and their effect on aeroplane landing and take-off performance.

runway surface condition descriptors: see contaminant.

slippery wet runway means a wet runway where the surface friction characteristics of a significant portion of the runway show that the runway is degraded.

Note These definitions are for use in relation to Global Reporting Format.

Code element 2
A	Up to but not including 15 m
B	15 m up to but not including 24 m
C	24 m up to but not including 36 m
D	36 m up to but not including 52 m
E	52 m up to but not including 65 m
F	65 m up to but not including 80 m

CHAPTER 5 AERODROME INFORMATION FOR THE AIP AND THE AERODROME MANUAL

Division 1 Information

5.01 Information for the AIP through an AIS provider

(1) An aerodrome operator must report the information specified in subsection (2) to an AIS provider for publication in the AIP.

(2) The information for subsection (1) is information about the following, in accordance with, or as supplemented under, sections 5.03 to 5.09:

(a) the aerodrome;

(b) the movement area;

(d) the navigation aids;

(e) the rescue and firefighting services;

(f) the ground services;

(g) the aerodrome operational procedures.

(3) The information mentioned in subsection (1) must be reported in the format specified by the AIS provider.

5.02 Information to be included in aerodrome manual

The aerodrome manual must contain all of the information mentioned in subsection 5.01 (2) that is reported to the AIS provider.

5.03 Aerodrome information

An aerodrome diagram

(1) A single aerodrome diagram must illustrate the following:

(a) the layout of runways, taxiways and aprons;

(b) the nature of the runway surfaces;

(d) the designations of the taxiways;

(e) the location of illuminated and non-illuminated wind direction indicators;

(f) the location of the aerodrome reference point;

(g) the location of the terminal buildings;

(h) the location of any helicopter runway type FATO areas or helicopter aiming points;

(i) the location of any glider runway strips, if located external to a runway strip;

(j) the location and type of a VASIS, if provided.

Aerodrome administration statement

(2) An aerodrome administration statement must include the following:

(a) the aerodrome operator’s name, postal address, telephone number, email address, website and facsimile number (where applicable);

(b) the name and telephone number of the person nominated by the operator to be the contact for any matters arising outside normal business hours;

Note The relevant email address and facsimile number (where applicable) should also be provided.

Note Aerodrome use charges may also be included in the statement.

(3) For paragraphs (2) (a) and (b), the telephone numbers, email addresses and facsimile numbers must be numbers or addresses that are regularly monitored for incoming calls, emails or faxes.

Aerodrome location statement

(4) An aerodrome location statement must include the following for the aerodrome:

(a) its name;

(b) the State or Territory in which it is located;

(d) the Y location code indicator;

(e) the elevation;

(f) the currency of any Type A and B charts.

5.04 Movement area information

Runways

(1) For each runway designation, the information must include the following:

(a) the runway code number;

Note See paragraph 4.01 (2) (a).

(b) the runway bearings, in degrees magnetic;

(c) the length and width of the runway and its surface type, or, if non-homogeneous runway surfaces are provided across the length and width of the runway, the runway surface types;

Note See also Note 4 under Table 6.02 (1).

(d) for instrument runways:

(i) the geographic location coordinates of the threshold; and

(ii) the elevation of the midpoint of the runway threshold;

(e) the strength rating of the runway pavement calculated using the ACN – PCN pavement rating system;

(f) the length and width of the runway strip;

(g) the runway slope;

(h) the runway declared distances and STODA;

(i) the established OLS for the runway;

(j) if published — relevant:

(i) Type A charts for any significant obstacles within the take-off area up to 10 km from the end of the runway; and

(ii) Type B charts for any other obstacles around the aerodrome;

(k) identification of any obstacle-free zone;

(l) identification of any arrester system, its location and description.

Runway strip availability

(2) If the aerodrome operator prepares the runway strip and makes it available for take-offs and landings, the information must include details of:

(a) such availability; and

(b) any limitations on such availability.

Note The provision of a glider runway strip is an example of runway strip availability. See also Chapter 6, Division 6.

Taxiways

(3) For each taxiway, the information must include the following:

(a) the aerodrome reference code letter;

(b) the width;

(d) the designation.

Aprons

(4) For each apron of an aerodrome with international operations, the information must include the following:

(a) the surface type;

(b) the location, elevation and designation of any aircraft parking position or stand;

(5) For each apron of an aerodrome that does not have international operations, the information:

(a) must include the surface type; and

(b) may include the location and designation of any aircraft parking position or stand.

5.05 Visual aids

Approach and runway lighting systems

(1) The information must include details of the following (as applicable) for approach and runway lighting systems:

(a) the type, length and intensity of the approach lighting system;

(b) the runway threshold lights, colour and wing bars;

(d) the length of the runway touchdown zone lighting;

(e) the length, longitudinal spacing, colour and intensity of the runway centreline lights;

(f) the length, longitudinal spacing, colour and intensity of the runway edge lights;

Note The references to intensity in paragraphs (a), (e) and (f), refer to the number of stages as described in the data product specification under Part 175 of CASR.

(g) the colour of the runway end lights and wing bars;

(h) the length and colour of the stopway lights;

(i) the starter extension lighting;

(j) runway threshold identification lights (RTIL);

(k) pilot-activated lighting system (PAL).

Other lighting and secondary power supply

(2) The information must include details of the following:

(a) the location, characteristics and hours of operation of any aerodrome beacons;

(b) the lighting systems for taxiways, including taxi holding positions and stop bars;

(d) any other movement area lighting systems;

(e) any obstacle lighting provided for OLS infringements;

(f) any secondary power supply, including its switch-over time.

5.06 Navigation aids

The information must include details of any navigation aid provided by the aerodrome operator.

5.07 Rescue and firefighting services

The information must include the category of any rescue and firefighting service (ARFFS) provided by the aerodrome operator and based at the aerodrome.

5.08 Ground services

The information must include details of the following:

(a) fuel suppliers and their contact details, including regularly monitored after-hours contact details;

(b) any aerodrome weather information broadcasts provided by the aerodrome operator;

(c) ground-to-air communication systems, for example UNICOM, aerodrome frequency response units (AFRU) and approved air-ground operator services provided by the aerodrome operator;

(d) any other aviation-related services made available to pilots by the aerodrome operator.

5.09 Aerodrome operational procedures

Standard taxi routes

(1) The information must include the location and designation of standard taxi routes determined by:

(a) the aerodrome operator; or

(b) the ATS provider.

Special procedures

(2) The information must include any special procedures unique to the aerodrome which pilots would reasonably be expected to know in the interests of aviation safety.

Notices

(3) The information must include cautionary or administrative information relating to the safe use of the aerodrome.

Low-visibility procedures

(4) If low-visibility procedures are established at the aerodrome — the information must include the following:

(a) the runways and equipment used under low-visibility procedures;

(b) the defined meteorological conditions under which low-visibility procedures are initiated, used and terminated;

CHAPTER 5

Division 2 Standards for information

5.10 Standards for information published in the AIP through an AIS provider

(1) In this section and section 5.11:

DPS means the AIS provider’s data product specification (as in force or existing from time to time) that is required under regulation 175.160 of CASR.

(2) The information mentioned in subsections 5.01 (1) and (2) must be determined and reported to the AIS provider in accordance with:

(a) the DPS; and

(b) regulation 175.460 for the DPS.

(3) The information mentioned in sections 5.12 to 5.17 must be reported or provided to the AIS provider in accordance with:

(a) the DPS; or

(b) if there is no DPS for the information — in accordance with the requirements (if any) specified in sections 5.12 to 5.17.

5.11 Standards for information to be included in aerodrome manual

(1) The information mentioned in section 5.02 must be determined and reported in the aerodrome manual in accordance with the DPS.

(2) The information mentioned in sections 5.12 to 5.17 must be reported in, or provided with, the aerodrome manual in accordance with:

(a) the DPS; or

(b) if there is no DPS for the information — in accordance with the requirements (if any) specified in sections 5.12 to 5.17.

5.12 Movement area – runways – declared distances information

Runways

(1) For each runway direction, the following distances must be reported in metres, with feet equivalent shown in brackets:

(a) take-off run available (TORA);

(b) take-off distance available (TODA);

(d) landing distance available (LDA).

Note The expressions used in this subsection are defined in section 3.01.

Intersection departure take-off distances available

(2) At an aerodrome where air traffic procedures allow taxiway intersection departures, the TODA from each relevant taxiway intersection must be reported.

Note The method of determining the take-off distances available at an intersection is similar to that used at a runway end. This is to ensure that the same performance parameters (for example, line-up allowance) are consistently applied for the line-up manoeuvre, whether entering the runway at the runway end or from some other intersection.

(3) Where a taxiway intersection is at right angles to the runway, the TODA from the taxiway intersection must be measured from the perpendicular line that:

(a) continues the taxiway edge; and

(b) is behind the aircraft when it commences its take-off roll.

Note This is illustrated in Figure 5.12 (3).

(4) Where a taxiway intersection is not at right angles to the runway, the TODA from the taxiway intersection must be measured from the perpendicular line that is:

(a) from the point where the continuation of the taxiway edge meets the runway edge; and

(b) behind the aircraft when it commences its take-off roll.

Note This is illustrated in Figure 5.12 (4).

Shows the calculation of intersection departure information for a perpendicular runway entry from the taxiway.

Figure 5.12 (3) Calculation of intersection departure information for a perpendicular runway entry (illustrates matters)

Shows the calculation of intersection departure information for a non-perpendicular runway entry from the taxiway.

Figure 5.12 (4) Calculation of intersection departure information for a non‑perpendicular runway entry (illustrates matters)

(5) Intersection departure information must be reported as follows:

(a) RWY [runway designation] — TKOF from TWY [taxiway designation];

(b) RWY remaining [in metres and feet] — Reduce all DIST by [reduced distance, in metres and feet].

Note Here is an example of how to record the information:

(a) RWY 14 — TKOF from TWY A;

(b) RWY remaining 1085 (3560) — Reduce all DIST by 360 (1181).

(6) The code number of the OLS standard under section 7.16 for each runway must be reported in accordance with section 5.04.

Note For the applicable runway code number, see Table 4.01 (3).

(7) The selection of the critical obstacle must be based on:

(a) a survey of the full take-off surface in accordance with the nominated runway code number; and

(b) the applicable OLS standards specified in Chapter 7 of this MOS.

(8) The gradient from the end of the TODA to the top of the critical obstacle within the take-off climb area must be reported as a percentage figure. However, if there is no obstacle, a value of 1.2% must be reported.

Fences or levee banks

(9) If a fence or levee bank is located so close to a runway strip end that the take-off gradient is greater than 5%, the take-off gradient may be reported based on the next most critical obstacle within the take-off area provided that a note is added:

(a) advising that the fence or levee bank has not been taken into account in the calculation of the TODA and STODA gradients; and

(b) giving the location and height of the fence or levee bank.

Supplementary take-off distance available (STODA)

(10) For a TODA having an obstacle clear gradient of more than 1.6%, the STODA must be reported for obstacle clear take-off gradients of 1.6%, 1.9%, 2.2%, 2.5%, 3.3% and 5%, up to the gradient associated with the TODA, unless the corresponding STODA for a particular gradient is less than 800 m.

Note In calculating the STODA, care must be taken to ensure that a shielded object does not become critical for the lesser take-off distances, and that the slope of the runway is taken into account.

Threshold elevation

(11) For an instrument runway, the elevation of the midpoint of the runway threshold must be reported, measured in feet to an accuracy of 1 foot, based on the Australian Height Datum (AHD).

Aerodrome obstacle charts — Types A and B

(12) If a Type A or B chart is prepared, its currency must be reported by reference to:

(a) its date of preparation; or

(b) its sequential edition or issue number.

Precision approach terrain chart

(13) If an aerodrome obstacle chart is provided by an aerodrome operator, it must be in accordance with the standards and procedures set out in ICAO Annex 4.

Note For ICAO documents, see section 1.07.

Aerodrome Terrain and Obstacle Chart — ICAO (Electronic)

(14) If an aerodrome terrain and obstacle chart is provided by an aerodrome operator, it must be prepared and published as an Aerodrome Terrain and Obstacle Chart — ICAO (Electronic), in accordance with ICAO Annex 4.

Note For ICAO documents, see section 1.07.

One-direction runways

(15) If a runway direction cannot be used for take-off or landing, the declared distance must be reported as “nil” and accompanied by an explanation.

Example: “TKOF 14 and LAND 32 not AVBL due surrounding terrain.”

5.13 Movement area — taxiways

Taxiway width

(1) The minimum width of the taxiway must be reported in metres.

Nature of taxiway surface

(2) The taxiway surface type must be reported as 1 of the following:

(a) bitumen seal;

(b) asphalt;

(d) gravel;

(e) grass;

(f) natural surface.

Note For example, “dirt” would be a natural surface.

(3) If only the central portion of the taxiway is sealed, this must be reported.

Note This would relate to a non-homogeneous runway surface.

Taxiway designation

(4) For the taxiway record:

(a) each main taxiway and each short feeder taxiway must have a designation; and

(b) subject to paragraph (c), the designation must be a single letter used without numbers; and

5.14 Movement area — aprons

Nature of apron surface

(1) The apron surface type must be reported as 1 of the following:

(a) bitumen seal;

(b) asphalt;

(d) gravel;

(e) grass;

(f) natural surface.

Note For example, “dirt” would be a natural surface.

(2) The location and coordinates of all primary and secondary parking positions must be reported:

(a) for an aerodrome that has scheduled international air transport operations; and

(b) for an aerodrome without scheduled international air transport operations — if the operator has supplied parking position designations to an AIS provider for publication in the AIP.

Note See also subsections 5.04 (4) and 5.04 (5).

(3) For subsection (2):

(a) a location must be reported in degrees, minutes, seconds and hundredths of seconds of latitude and longitude; and

(b) elevation must be reported to the nearest foot.

5.15 Visual aids

Lighting systems

(1) All aerodrome lighting systems must be reported using the abbreviations set out in the AIP.

Note Runway lights include runway edge, threshold and runway end lights, and, where stopways are provided, stopway lights.

Visual Docking Guidance System (VDGS) including Advanced Visual Docking Guidance System (A-VDGS)

(2) For an aerodrome apron of a kind mentioned in subsection 5.04 (4) or 5.04 (5), the type of guidance system must be reported as follows:

(a) if a VDGS or A-VDGS is provided — the type of system;

(b) if a pilot stop line is provided in lieu of a VDGS or A-VDGS — the word “Pilot”;

5.16 Navigation aids

If the aerodrome operator provides a navigation aid, the geographic location coordinates and operating frequency must be recorded.

5.17 Additional hazard information

Local hazards that may adversely affect aviation safety (local hazard data) must be recorded, including the following:

(a) operating restrictions on the manoeuvring area;

(b) continual wildlife hazards at the aerodrome or in its vicinity, including descriptions, locations, and times or seasonal information;

Note Requirements for managing wildlife hazards are specified in Chapter 17. As a guide, the aerodrome vicinity, for the purposes of wildlife hazards, may be considered as being:

(a) for sources of attractants and wildlife movements which present a hazard — within a radius of 3 km from all the runways of an aerodrome; and

(b) for significant sources of attractants or hazardous wildlife movements across the aerodrome site — within a radius of 8 km from the aerodrome reference point.

(d) any activities within the circuit area that are hazardous to aviation;

Note For example shooting ranges, explosive areas (such as mine sites or military ordinance practice areas), wind farms or sources of gaseous plumes (such as gas driven generators, refineries or furnaces).

(e) other aviation activities such as helicopter, ultralight or glider operations within the circuit area.

Note In general terms, for aircraft engaged in general aviation with an approximate climb rate of 500 ft per minute, the circuit area may be considered as being within a radius of 3 km of the aerodrome reference point. For higher performance turboprop or jet engine aircraft, CASA recommends that a larger area should be considered for the circuit or circling area.

CHAPTER 6 AERODROME PLANNING, DESIGN AND MAINTENANCE — PHYSICAL CHARACTERISTICS OF MOVEMENT FACILITIES

Division 1 Runways

6.01 Location of runway threshold

(1) Subject to this section, as far as possible, a runway threshold must be located at the extremity of a runway.

(2) A runway threshold must be located:

(a) for a code 1 runway — not less than 30 m; or

(b) in any other case — not less than 60 m;

after the point at which the approach surface for aircraft using the runway meets the extended runway centreline.

(3) Subject to subsection (2), a runway threshold may be displaced from the extremity of a runway if:

(a) the OLS would otherwise be infringed by an obstacle; or

(b) the PANS-OPS airspace would otherwise be infringed by an obstacle; or

Note 1 CASA Advisory Circular (AC) 139.A-04: Applying for aerodrome authorisations, exemptions and approvals, and AC 139.C-08: Aerodrome obstacle control, as existing from time to time and freely available on the CASA website, contain important guidance on the various safety factors that an aerodrome operator should consider before displacing a runway threshold.

Note 2 Thresholds should not be displaced without consideration of aircraft operational factors, such as approach angle and LDA. Large approach angles (above 3.5 degrees) can only be flown by aircraft that have been certified for steep approaches and where the aircraft operator has received approval. Furthermore, displaced thresholds will result in a reduced LDA which may affect the safety and efficiency of the operation even if the approach angle remains at 3 degrees.

(4) A runway threshold must be displaced from the extremity of a runway in accordance with a written direction by CASA given in the interests of aviation safety.

(5) If a runway threshold is temporarily displaced, the aerodrome operator must:

(a) assess the revised approach splay for the OLS, and notify CASA in writing of any new obstacles in the approach surface; and

(b) recalculate the TODA, the critical obstacle gradient, and the STODA in the reciprocal direction from the displacement; and

(6) The aerodrome operator must set out in the aerodrome manual the details of, and reasons for, any permanent runway threshold displacement.

6.02 Runway width

(1) For a runway with a code number mentioned in a row of column 1 of Table 6.02 (1), the minimum width of runway for an aircraft with an OMGWS mentioned in the same row in column 2, 3, 4 or 5, is the width in metres mentioned in the cell that is common to the code number and the aircraft’s OMGWS.

Table 6.02 (1) Minimum runway width

Code number	OMGWS
Code number	Up to but not including 4.5 m	4.5 m up to but not including 6 m	6 m up to but not including 9 m	9 m up to but not including 15 m
1	18 m	18 m	23 m	–
2	23 m	23 m	30 m	–
3	30 m	30 m	30 m	45 m
4	–	–	45 m	45 m

Note 1 OMGWS means outer main gear wheel span.

Note 2 The combinations of code numbers and OMGWS for which widths are specified have been developed for typical aeroplane characteristics.

Note 3 The choice of minimum runway width lies with the aerodrome operator having regard to the aircraft type which the facility is nominated to serve, bearing in mind that an aircraft must be operated in accordance with its aircraft flight manual or supplement which specifies the required minimum runway width. The minimum runway widths presented in Table 6.02 (1) do not guarantee that all aircraft types correlating to a code number and the corresponding OMGWS will be able to utilise the runway in accordance with the aircraft flight manual or supplement. Aerodrome and aircraft operators should consult with each other to ensure that aircraft may safely utilise the runway width provided at the aerodrome.

Note 4 The runway width determined in accordance with this MOS is normally considered to be the width of a runway of homogeneous runway surface material. If an aerodrome operator choses to provide a runway width consisting of non-homogeneous runway surface material, aircraft operations to the reported runway width may be limited. For example, a runway with an 18 m centre-sealed surface and 2.5 m of adjacent rolled gravel on each side is not considered to be a 23 m runway for the purposes of minimum width determination as documented in the aircraft flight manual or supplement.

(2) A runway nominated as Code F for use by aircraft with at least 4 wing-mounted engines (that is, at least 2 engines on each wing) must:

(a) have a minimum width of 45 m; and

(b) have load-bearing shoulders in accordance with section 6.11.

(3) For a precision approach runway — the runway width must not be less than 30 m.

6.03 Runway turn pad and runway bypass pad

(1) If a runway turn pad or runway bypass pad is provided at any point on a runway, then, for an aircraft with an OMGWS mentioned in a row of column 1 of Table 6.03 (1):

(a) the minimum clearance of the outer main gear wheels of the aircraft from the edge of the relevant pad when carrying out a turn must not be less than the clearance mentioned in the same row in column 2; and

(b) the width of the relevant pad must be designed accordingly.

Table 6.03 (1) Minimum clearance between outer main gear wheels and edge of turn pad or bypass pad on runway

OMGWS	Minimum clearance
Up to but not including 4.5 m	1.5 m
4.5 m up to but not including 6 m	2.25 m
6 m up to but not including 9 m	3 m on straight portions
	3 m on curved portions — for aeroplanes with a wheelbase less than 18 m
	4 m on curved portions — for aeroplanes with a wheelbase equal to or greater than 18 m
9 m up to but not including 15 m	4 m

Note CASA recommends that the radius of the curve leading into and out of the runway turn pad or runway bypass pad should be compatible with the manoeuvring capability and normal taxiing speeds of the aeroplanes for which the relevant pad is intended. The intersection angle into the relevant pad should not be greater than 30 degrees. The relevant pad design should then guide the aeroplane in such a way as to allow a straight portion of taxiing before the point where a 180 degree turn is to be made. The straight portion of the relevant pad design, into and out of the relevant pad, should be parallel to the runway.

(2) Subject to subsection (3), a runway turn pad or a runway bypass pad must be located on the right-hand side of a runway as viewed when looking in the direction of take-off from that runway end (the normal side).

Note 1 This configuration would be viewed as being on the left-hand side by the pilot entering the runway turn pad or runway bypass pad, prior to the aircraft performing a reciprocal turn within the node, ready for take-off.

Note 2 See Figure 8.33 (1).

(3) A turn pad or bypass pad may be located on the opposite side of a runway from the normal side as described in subsection (2), but only if:

(a) the presence of aerodrome facilities or infrastructure makes it impracticable to locate the turn pad or bypass pad on the normal side; and

(b) the placement on the side opposite the normal side does not adversely affect safety for the take-off and landing of aircraft; and

(4) If:

(a) a taxiway shoulder in accordance with section 6.11 is required for a taxiway serving a runway; and

(b) an engine of an aeroplane using the turning node would otherwise travel outside the area defined by the turning node or the runway shoulder;

then a shoulder must be provided to a minimum distance of 3 m from the runway turn pad, or runway bypass pad, edge, and the shoulder must:

(d) be resistant to aeroplane engine blast erosion; and

(e) be capable of supporting an aeroplane running off the relevant pad on to a shoulder without the aeroplane sustaining any structural damage; and

(f) be capable of supporting emergency and service vehicles; and

(g) either:

(i) preferably be flush to the relevant pad edge; or

(ii) if not flush with the relevant pad surface — not step down by more than 25 mm.

(5) A runway turn pad or runway bypass pad must ensure containment of the aircraft wingspan within the width of the applicable taxiway strip, as required under section 6.48.

(6) An additional runway turn pad or bypass pad may be provided on the opposite side to that of the pad required under subsection (2).

Note Such a configuration may be required to allow an aircraft with a longer wheel base of oversteer characteristics to manoeuvre safely within the turning node or bypass node.

6.04 Runway starter extension

(1) For a runway with a starter extension not otherwise incorporated in a runway bypass pad, the starter extension design, and the associated aircraft taxi guidelines, must:

(a) be not more than 150 m in length; and

(b) provide the minimum distance from the wingtip of the aircraft to each of the following located in proximity to the starter extension:

(i) any object;

(ii) a runway holding position;

(iii) a vehicle access road; and

(c) provide a minimum clearance of the outer main gear wheels of the aircraft from the edges of the starter extension that is not less than the clearance mentioned in the row in column 2 of Table 6.03 (1) that is for the OMGWS of the aircraft; and

(d) achieve the runway surface requirements of section 6.09; and

(e) achieve the runway strength requirements of section 6.10.

(2) For paragraph (1) (b), the minimum distance must be at least 20% of the maximum wingspan of an aircraft with the aircraft code letter for which the runway starter extension is intended.

Note For the applicable aircraft code letter, see Table 4.01 (4).

6.05 Parallel runways

(1) For non-instrument runways that are parallel and for simultaneous use — the minimum separation distance between the runway centrelines must not be less than the following:

(a) if the higher code number of the two runways is 3 or 4 — 210 m;

(b) if the higher code number of the two runways is 2 — 150 m;

(2) For instrument runways that are parallel and for simultaneous use — the minimum separation distance between the runway centrelines must not be less than the following:

(a) for independent parallel approaches — 1 035 m;

(b) for dependent parallel approaches — 915 m;

(d) for independent parallel departures — 760 m.

Note CASA recommends that non-instrument runways built after the commencement of this MOS should conform to the standards set out in subsection (2) rather than subsection (1) because this would ensure they are able to support future instrument runway operations.

6.06 Runway longitudinal slope

(1) The overall longitudinal slope of a runway must not exceed:

(a) for a code 3 or 4 runway — 1%; or

(b) for a code 1 or 2 runway — 2%.

(2) Subject to subsections (3), (4) and (5), the longitudinal slope along any individual 45 m segment of a runway with multiple slopes must not exceed:

(a) for a code 4 runway — 1.25%; or

(b) for a code 3 runway — 1.5%; or

(3) For a code 4 runway, the longitudinal slope along the first and the last quarters of the runway must not exceed 0.8%.

(4) For a precision approach CAT II or CAT III code 3 runway — the longitudinal slope along the first and last quarters of the runway must not exceed 0.8%.

(5) If slope changes cannot be avoided, the change in longitudinal slope between any 2 adjoining 45 m segments of the runway must not exceed the following:

(a) for a code 3 or 4 runway — 1.5%;

(b) for a code 1 or 2 runway — 2%.

(6) The transition from 1 longitudinal slope to another must be accomplished by a vertical curve with a rate of change not exceeding:

(a) for a code 4 runway — 0.1% for every 30 m (with a minimum radius of curvature of 30 000 m); or

(b) for a code 3 runway — 0.2% for every 30 m (with a minimum radius of curvature of 15 000 m); or

(7) The maximum runway longitudinal slope values expressed in subsections (1) to (6) do not apply at the intersection of a runway with another runway or a taxiway if:

(a) there are conflicting drainage requirements or slope requirements; and

(b) alternative runway longitudinal slope values are as follows:

(i) arrived at after a safety analysis using the safety management system and the risk management plan;

(ii) as close as practicable to values expressed in subsections (1) to (6);

(iii) demonstrably safe for aircraft operations;

(iv) recorded in the aerodrome manual.

(8) The distance between the points of intersection of 2 successive longitudinal slope changes must be at least the greater of:

(a) 45 m; or

(b) the distance (D) in metres worked out using the formula:

D = k [|S1 - S2| + |S2 - S3|]/100.

(9) For subsection (8):

(a) k means:

(i) for a code 4 runway — 30 000 m; or

(ii) for a code 3 runway — 15 000 m; or

(iii) for a code 1 or 2 runway — 5 000 m; and

(b) “S1”, “S2” and “S3” are the 3 successive slopes expressed as percentage values and represented as absolute numerical values.

Note Figure 6.06 (9) shows an example of that part of the calculation for the distance between the points of intersection of 2 successive longitudinal slope changes, that is required by subsection 6.06 (8), where the runway is the transverse line running from higher left to lower right.

If the runway code number is 3, and the slopes are S1 (+1%), S2 (-1.5%) and S3 (+1.5%), then the distance in metres between the 2 points of intersection must not be less than 15 000 x (2.5 + 3)/100, that is to say 825 m.

Shows a part of the calculation for the distance between the points of intersection of 2 successive longitudinal slope changes on a Runway.

Figure 6.06 (9) Part of the calculation for the distance between the points of intersection of 2 successive longitudinal slope changes (illustrates matters)

6.07 Runway sight distance

(1) For a runway with a code letter mentioned in a row of column 1 of Table 6.07 (1), the minimum unobstructed line of sight along the surface of a runway must not be less than the distance mentioned in the row of column 2 of the Table that is for the code letter.

Table 6.07 (1) Runway line of sight

Code letter	Minimum unobstructed line of sight
A	From a point 1.5 m above the runway to any other point 1.5 m above the runway for half the length of the runway.
B	From a point 2 m above the runway to any other point 2 m above the runway for half the length of the runway.
C, D, E or F	From a point 3 m above the runway to any other point 3 m above the runway for half the length of the runway.

Note CASA recommends that runways for aircraft codes both above and below Code C should use the Code A minimum unobstructed line of sight. This would ensure superior visibility for aircraft with lower pilot eye heights when measured above the runway surface.

(2) If runway lighting is provided for a runway with a code letter mentioned in a row of column 1 of Table 6.07 (2), the minimum unobstructed line of sight to the runway end lights must not be less than the distance mentioned in the row of column 2 of the Table that is for the code letter, when viewed at the height mentioned in the row.

Table 6.07 (2) Line of sight to runway end lights

Code letter	Minimum unobstructed line of sight to runway end lights
A	200 m — when viewed at a height of 1.5 m above the surface.
B	400 m — when viewed at a height of 2 m above the surface.
C, D, E or F	600 m — when viewed at a height of 3 m above the surface.

6.08 Transverse slopes on runways

(1) The transverse slope on any part of a runway must not permit the pooling or ponding of water on the runway.

(2) For design purposes, a transverse slope on a runway must be within the range of the percentage figures in column 1 in Table 6.08 (2) but a construction tolerance above or below the range is allowed within the limits specified in column 2.

Table 6.08 (2) Runway transverse slope values

Design slope	Construction tolerance
1.0% - 2.0%	± 0.5%

(3) The runway transverse slope values expressed in Table 6.08 (2) do not apply at the intersection of a runway with another runway or a taxiway if:

(a) there are conflicting drainage requirements or slope requirements; and

(b) alternative runway transverse slope values are as follows:

(i) arrived at after a safety analysis using the safety management system and the risk management plan;

(ii) as close as practicable to the values expressed in Table 6.08 (2);

(iii) demonstrably safe for aircraft operations;

(iv) recorded in the aerodrome manual.

6.09 Runway surface

(1) The surface of a sealed runway:

(a) must not have any irregularities that:

(i) excluding markings, impair the minimum runway surface friction required under paragraph (1) (b) or subsection (5); or

Note CASA recommends that paint which, when applied, would leave a thick film, should be avoided, for example, paint normally used for vehicle road markings.

(ii) otherwise adversely affect the safety of take-off or landing; and

(b) subject to subsection (5), must have:

(i) for an un-grooved surface — an average surface texture depth of at least that stated in column 1 of Table 6.09 (1)-1 over the full length and width of the runway, as measured using sand patch tests in accordance with subsection (2); or

(ii) for any surface — a minimum measured coefficient of friction level greater than the minimum friction level specified in Table 6.09 (1)-2; and

(i) perpendicular to the runway centreline; and

(ii) if compliance with subparagraph (i) is not physically possible — parallel to transverse joints that are not perpendicular to the runway centreline; and

(iii) extended as close as possible to the runway edge.

Table 6.09 (1)-1 Average surface texture depth

Minimum average texture depth	Preferred average texture depth
0.625 mm	1 mm

Note Average means the average of results within a test area, and not results averaged across multiple test areas.

(2) Tests that satisfy paragraph (1) (b) must be carried out in accordance with ICAO Airport Services Manual, Part 2, Pavement Surface Conditions, triggered by any of the following:

(a) as soon as possible after a newly constructed or overlayed surface is completed;

(b) as soon as possible after the application of a surface treatment or surface enrichment to any part of the runway;

(d) so that not more than 10 years elapses between any 2 tests.

Note For ICAO documents, see section 1.07.

(3) Tests that satisfy subparagraph (1) (b) (i) must be carried out as follows:

(a) at intervals along the full length of the runway;

(b) at locations no more than 10% of runway length apart;

(d) at locations offset 4 m from the runway centreline except that the third test location on each side must be 1 m from the runway edge.

(4) Grooving may be omitted within 100 m of the runway end provided paragraphs (1) (a) and (b) are both satisfied for the sections where grooving is omitted.

(5) Despite paragraph (1) (b), for an aerodrome used for scheduled international air transport operations, the runway surface friction level must continuously achieve whichever of the following is applicable:

(a) for a new, renewed or reconstructed surface — unless impracticable, at least the preferred friction level specified in column 7 of Table 6.09 (1)-2, applied in accordance with subsection (6);

(b) for the maintenance planning of an existing surface — unless impracticable, at least the preferred friction level specified in column 6 of Table 6.09 (1)-2, applied in accordance with subsection (6);

(c) for any surface where it is impracticable to achieve the level specified in paragraph (a) or (b) — at least the minimum friction level specified in column 5 of Table 6.09 (1)-2, applied in accordance with subsection (6).

Note Subsection 1.08 (3) relevantly provides that a reference in a Table to a value that is preferred means that, as far as practicable, the use of the value is required in priority to another value expressed in the Table although the other value expressed must be used or observed if the preferred value is not used because it is impracticable to do so. Where the preferred value is not complied with, the aerodrome manual must contain a statement to that effect, the reasons for non-compliance, and the alternative value that is complied with.

Table 6.09 (1)-2 Friction values for continuous friction measuring devices

Test equipment	Test tyre pressure (kPa)	Test speed (km/h)	Test water depth (mm)	Minimum friction level	Preferred Maintenance Planning Level	Preferred Design objective (for new, renewed or reconstructed surfaces)
Mu-meter trailer	A 70 A 70	65 95	1.0 1.0	0.42 0.26	0.52 0.38	0.72 0.66
Skiddometer trailer	B 210 B 210	65 95	1.0 1.0	0.50 0.34	0.60 0.47	0.82 0.74
Surface friction tester vehicle	B 210 B 210	65 95	1.0 1.0	0.50 0.34	0.60 0.47	0.82 0.74
Runway friction tester vehicle	B 210 B 210	65 95	1.0 1.0	0.50 0.41	0.60 0.54	0.82 0.74
TATRA friction tester vehicle	B 210 B 210	65 95	1.0 1.0	0.48 0.42	0.57 0.52	0.76 0.67
RUNAR Trailer	B 210 B 210	65 95	1.0 1.0	0.45 0.32	0.52 0.42	0.69 0.63
GRIPTESTER trailer	C 140 C 140	65 95	1.0 1.0	0.43 0.24	0.53 0.36	0.74 0.64

Test equipment

Test tyre pressure
(kPa)

Test speed
(km/h)

Test water depth
(mm)

Minimum friction level

Preferred

Maintenance Planning Level

Preferred

Design objective (for new, renewed or reconstructed surfaces)

Mu-meter trailer

A 70

1.0

0.42

0.26

0.52

0.38

0.72

0.66

Skiddometer trailer

B 210

1.0

0.50

0.34

0.60

0.47

0.82

0.74

Surface friction tester vehicle

B 210

1.0

0.50

0.34

0.60

0.47

0.82

0.74

Runway friction tester vehicle

B 210

1.0

0.50

0.41

0.60

0.54

0.82

0.74

TATRA friction tester vehicle

B 210

1.0

0.48

0.42

0.57

0.52

0.76

0.67

RUNAR Trailer

B 210

1.0

0.45

0.32

0.52

0.42

0.69

0.63

GRIPTESTER trailer

C 140

1.0

0.43

0.24

0.53

0.36

0.74

0.64

(6) For the test equipment mentioned in a row of column 1 of Table 6.09 (1)-2, the minimum friction level for a test tyre pressure, test speed and test depth of water mentioned in the same row of columns 2, 3, and 4 respectively, is that mentioned in the same row of column 5, 6 or 7 that, in accordance with subsection (5), is for the particular pressure, speed or depth.

(7) The surface of a grass, gravel or natural runway or runway strip:

(a) must meet the surface standards set out in Table 6.09 (7); and

(b) must not have any irregularities that:

(i) result in the loss of frictional characteristics; or

(ii) otherwise adversely affect the safety of take-off or landing.

(8) For Table 6.09 (7), a surface characteristic mentioned in a row of column 1 must meet the standard for the characteristic mentioned in the same row in column 2 for runways, and column 3 for runway strips.

Table 6.09 (7) Standards for a grass, gravel or natural runway or runway strip

Surface	Runway	Runway strip
Maximum height of grass	150 mm	300 mm
Maximum size of isolated, loose stones on natural or constructed gravel surfaces	25 mm	50 mm
Maximum size of surface cracks (transverse)	40 mm	75 mm
Maximum size of surface cracks (longitudinal)	25 mm	75 mm

(9) For subparagraph (1) (a) (ii), whether or not any irregularities adversely affect the safety of take-off or landing must be determined by a safety analysis using the safety management system or the risk management plan (as applicable).

6.10 Runway bearing strength

A runway must be capable of bearing the weights and aircraft movement frequencies of the types of aeroplanes which the runway is nominated to serve.

Note As required by paragraph 5.04 (1) (e), the pavement strength rating for a runway must be reported using the ACN – PCN pavement rating system.

6.11 Runway shoulders

(1) For a code D, E or F runway, runway shoulders must be provided.

(2) For a code D or E runway with a nominated OMGWS of not less than 9 m and up to but not including 15 m — the total width of the runway and the shoulders must not be less than 60 m.

(3) Subject to subsection (4), a code F runway that has a nominated OMGWS of not less than 9 m and up to but not including 15 m must:

(a) be at least 45 m wide; and

(b) have at least 7.5 m shoulders on each side;

but only if the engines of an aeroplane for which the runway is nominated would not otherwise overhang the runway shoulders.

Note This configuration is normally acceptable for Code F aeroplanes with 2 or 3 engines.

(4) A code F runway that has a nominated OMGWS of not less than 9 m and up to but not including 15 m must:

(a) be at least 45 m wide; and

(b) have at least 7.5 m runway shoulders on each side; and

but only if the engines of an aeroplane for which the runway is nominated would otherwise overhang the runway shoulders in the absence of the additional shoulders.

Note This configuration is normally required for Code F aeroplanes with 4 or more engines.

(5) Shoulders required by subsection (4) must be provided in the following configuration:

(a) a 7.5 m width of inner shoulder on each side of the runway capable of supporting any aircraft that runs off the runway;

(b) a 7.5 m width of additional shoulder on each outer side of the 7.5 m shoulders mentioned in paragraph (a), that are capable of:

(i) resisting engine blast erosion; and

(ii) supporting emergency and service vehicles.

Note Thus, the total width of the runway and the shoulders must not be less than 75 m.

6.12 Characteristics of runway shoulders

Runway shoulders must:

(a) be of equal width on both sides; and

(b) slope downwards and away from the runway surface; and

(d) be capable of supporting an aeroplane running off the runway onto a shoulder without the aeroplane sustaining any structural damage; and

(e) be capable of supporting emergency and service vehicles; and

(f) if a taxiway intersects with the runway — merge with the taxiway shoulder (if any); and

(g) either:

(i) preferably be flush to the runway surface; or

(ii) if not flush with the runway surface — not step down by more than 25 mm.

6.13 Transverse slope on runway shoulder

For design purposes, a transverse slope on a runway shoulder must be within the range of the percentage figures in column 1 in Table 6.13 but a construction tolerance above or below the range is allowed within the limits specified in column 2.

Table 6.13 Runway shoulder transverse slope values

Design slope	Construction tolerance
1.0 - 2.5%	± 0.5%

6.14 Provision of runway strip

(1) A runway and each associated stopway must be centrally located within a runway strip.

(2) If the runway strip is made available for landing and take-off, it must be maintained to the same standard as a natural surface runway in accordance with Table 6.09 (7).

6.15 Composition of runway strip

In addition to a runway and associated stopways, a runway strip must also include the following:

(a) for a non-instrument runway — a graded area around the runway and stopway;

(b) for an instrument runway:

(i) a graded area around the runway and associated stopways; and

(ii) an area (fly-over area) outside the graded area.

Note See the illustrations in Figure 6.15. The runway sits within the graded area.

Shows 2 runway strips. One is of the Runway Strip consisting of a fully graded area only for non-instrument runways and the other shows a Runway Strip consisting of the graded and flyover area for an Instrument Runway.

Figure 6.15 Composition of runway strip (illustrates matters)

6.16 Runway strip length

The graded area of a runway strip must extend before the threshold, and beyond the end of the runway or any associated stopway, for at least the following distances:

(a) for a non-instrument code 1 runway — 30 m;

(b) in any other case — 60 m.

6.17 Runway strip width

(1) Subject to this section, the width of the graded area of a runway strip must not be less than that shown in Table 6.17 (1).

(2) In Table 6.17 (1), for a runway with a runway code number mentioned in a row of column 1, the graded runway strip width is the width mentioned in column 2 for the same row.

Table 6.17 (1) Graded runway strip width

Runway code number (ARC)	Graded runway strip width
1 Note See also subsection 6.17 (3).	60 m
2	80 m
3 (if the runway width is 30 m)	90 m
3 (if the runway is used for scheduled international air transport operations); or 3 (if the runway width is 45 m or more); or 4	150 m

Note For Code 3 runways with a width of 30 m, a 150 m wide graded runway strip is recommended.

(3) For a code 1 runway that has permanent lighting, the graded runway strip width must not be less than 80 m.

(4) For a non-precision approach runway — the width of the runway strip, including the fly‑over area, must not be less than that shown in Table 6.17 (4).

(5) In Table 6.17 (4), for a runway with a runway code number mentioned in a row of column 1, the runway strip width, including the fly-over area, is the width mentioned in column 2 for the same row.

Table 6.17 (4) Runway strip width, including the fly-over area — non-precision approach runways

Runway Code Number (ARC)	Runway strip width, including the fly‑over area
1 or 2	140 m
3 or 4	280 m

(6) For a precision approach runway — the width of the runway strip, including the fly-over area, must not be less than that shown in Table 6.17 (6).

(7) In Table 6.17 (6), for a runway with a runway code number mentioned in a row of column 1, the runway strip width, including the fly-over area, is the width mentioned in column 2 for the same row.

Table 6.17 (6) Runway strip width, including the fly-over area — precision approach runways

Runway Code Number (ARC)	Runway strip width, including the fly‑over area
1 or 2	140 m
3 or 4	280 m

6.18 Longitudinal slope on graded area of runway strip

(1) The design longitudinal slope along the graded area of the runway strip must not exceed:

(a) for a code 4 runway — 1.5%; and

(b) for a code 3 runway — 1.75%; and

(2) The design longitudinal slope values expressed in subsection (1) do not apply at the intersection of a runway strip with another runway strip or a taxiway strip if:

(a) there are conflicting drainage requirements or slope requirements; and

(b) alternative runway strip longitudinal slope values are as follows:

(i) arrived at after a safety analysis using the safety management system and the risk management plan;

(ii) as close as practicable to the values expressed in subsection (1);

(iii) demonstrably safe for aircraft operations;

(iv) recorded in the aerodrome manual.

6.19 Longitudinal slope changes on graded area of runway strip

(1) Longitudinal slope changes on the graded area of a runway strip (slope changes) must not exceed 2%.

(2) The slope changes:

(a) must be gradual; and

(b) must not be abrupt; and

6.20 Radio altimeter operating area

(1) For precision approach SA CAT I, SA CAT II, CAT II and CAT III runways — there must be no longitudinal slope changes on the portion of the graded area of a runway strip mentioned in subsection (2).

(2) For subsection (1), the portion is the area, immediately before the threshold, that is 60 m wide, 300 m long, and symmetrical about the centreline (radio altimeter operating area).

(3) Despite subsection (1), if it is physically impossible to avoid a slope change on a radio altimeter operating area, the rate of change between 2 consecutive slopes must not exceed 2% per 30 m (that is, a minimum radius of curvature of 1 500 m).

6.21 Runway strip transverse slope

(1) Subject to subsection (2), the design transverse slope of the graded area of the runway strip must not exceed:

(a) for a code 3 or 4 runway — 2.5%; and

(b) for a code 1 or 2 runway — 3%.

(2) For the first 3 m of the graded runway strip:

(a) adjacent to the runway edge; or

(b) adjacent to the runway shoulder;

the design transverse slope:

(d) may be up to 5%.

(3) Subject to subsection (4), no portion of the fly-over area of a runway strip, and no object or structure on the fly-over area, may project through a plane that:

(a) starts along each outer side of the graded area; and

(b) has an upward slope away from the graded area of 5%.

Note The plane commences from the ground level associated with the edge of the graded area.

(4) Navigational aids for the guidance of aircraft or vehicles may project through the plane described in subsection (3) if approved in writing by CASA under subsection 7.02 (1).

6.22 Surface of graded area of runway strips

(1) The surface of a graded runway strip that abuts a runway, a runway shoulder or a stopway must not have any step down from the runway, the runway shoulder or the stopway exceeding 25 mm.

Note CASA recommends that within the graded area of the runway strip, constructions such as plinths, runway ends, paved taxiway edges etc. are such as to avoid presenting a non-frangible buried vertical face to aircraft wheels in the runway direction, in soft ground conditions.

(2) Maintenance must ensure that no step up to the runway strip from the runway, the runway shoulder or stopway exceeds 25 mm.

(3) Effective drainage (but not involving open drains) must ensure that water does not pool or pond in the graded area of a runway strip.

Note Where deemed necessary for proper drainage, an open-air storm water conveyance is permitted in the non-graded portion of a runway strip. However, for such cases, CASA recommends that the storm water conveyance should be placed as far as possible from the runway.

(4) The area of a runway strip at the end of a runway that is at least 30 m from the runway threshold must be constructed in such a way as to resist erosion from jet blast, prop wash or rotor wash so that a landing aeroplane is not endangered by the effects of such erosion on the runway, runway shoulder or stopway edge.

Note See sections 6.16 to 6.25 for runway strip standards.

6.23 Composition of runway strips

The graded portion of a runway strip must be prepared, constructed and maintained so as to minimise hazards arising from differences in the load-bearing capacity of aeroplanes which the runway is intended to serve, in the event of an aeroplane running off the runway.

6.24 Objects or structures on runway strips

Note The runway strip forms part of the obstacle restriction area. CASA approval is required for objects, other than approved visual and navigational aids, which are located within the obstacle restriction area. See subsection 7.02 (1).

(1) A runway strip must be free of fixed objects or structures, other than visual or navigational aids for the guidance of aircraft or vehicles:

(a) within 77.5 m of the centreline of a code 4F precision approach CAT I, II or III runway; and

(b) within 60 m of the centreline of a code 3 or 4 precision approach CAT I, II or III runway; and

(2) Any fixed object or structure permitted to be on the runway strip (including visual or navigational aids) must be of low mass and frangibly mounted.

(3) When a runway is in use for take-off or landing, no mobile object may be on any part of the graded runway strip.

Note For information regarding the siting of equipment and installations on runway strips, see section 19.16.

6.25 Runway strip availability

If an aerodrome operator prepares a runway strip and makes it available for take-offs and landings, information to that effect and any associated limitations must be provided to the AIS provider for publication in the AIP.

Note For information regarding the provision of glider runway strips, see Division 6 of Chapter 6.

6.26 Runway end safety area (RESA)

(1) Subject to subsections (2) and (3), a runway end safety area (RESA) must be:

(a) provided at the end of a runway strip; and

(b) prepared, constructed and maintained to:

(i) protect an aeroplane which undershoots or overruns the runway; and

(ii) ensure an aeroplane encounters no hazards if it runs off the runway; and

(iii) ensure the movement of ARFFS vehicles is facilitated.

(2) Subsection (1) does not apply for a code 1 or 2 non-instrument runway.

(3) Subsection (1) does not apply if CASA, in writing and on application, approves, with or without conditions, an engineering solution designed to ensure the safe deceleration of an aircraft in the event of a runway overrun.

(4) The minimum length of a RESA is 60 m unless otherwise provided for in Table 6.26 (4).

(5) In Table 6.26 (4), for a runway with a code number mentioned in a row of column 1:

(a) the minimum length of the associated RESA is that mentioned in the same row in column 2; and

(b) the preferred length of the associated RESA is that mentioned in the same row in column 3.

Table 6.26 (4) The minimum length of a RESA

Runway code number

Minimum length of a RESA

Preferred length of a RESA

1 or 2

60 m

120 m

3 or 4

90 m; or

240 m (if the runway is intended for scheduled international air transport operations)

240 m

(6) A RESA must, as a minimum, be twice the width of the associated runway.

(7) The slopes on a RESA must not exceed the following values:

(a) for the downward longitudinal slope — 5%;

(b) for the transverse slope — 5% upwards or downwards.

(8) Transitions between different slopes on a RESA must be as gradual as possible.

(9) No portion of a RESA may project above the approach or take-off climb surfaces of the runway.

(10) A RESA must be free of fixed objects or structures, other than visual or navigational aids for the guidance of aircraft or vehicles.

(11) Any fixed object or structure permitted to be on a RESA must be of low mass and frangibly mounted.

Note CASA recommends that within the graded area of the runway strip, constructions such as plinths, runway ends, paved taxiway edges etc. should be such as to avoid presenting a buried vertical face to aircraft wheels, in the runway direction in soft ground conditions.

(12) When a runway is in use for take-off or landing, no mobile object may be on any part of a RESA.

6.27 Clearways

A clearway, consisting of an obstruction-free rectangular plane, may be provided at the end of a runway.

Note The purpose of a clearway is to allow an aeroplane taking off to make a portion of its initial climb to at least 35 ft (10.7 m) above the ground by the end of the clearway.

6.28 Location of clearways

A clearway must start at the end of the TORA.

Note The area between the end of the runway and the end of the runway strip is treated as a clearway.

6.29 Dimensions of clearways

(1) The maximum length of any clearway must not exceed half the length of the TORA.

(2) The width of a clearway must be at least:

(a) for a code 3 or 4 runway  150 m; and

(b) for a code 2 runway  80 m; and

(3) A clearway must be at least as wide as the width of the runway strip.

6.30 Slopes on clearways

No portion of the surface below a clearway may project above a plane with an upward slope of 1.25%, the lower limit of which is a horizontal line that:

(a) is perpendicular to the vertical plane containing the runway centreline; and

(b) passes through a point located on the runway centreline at the end of the TORA.

6.31 Objects or structures on clearways

(1) A clearway must be free of fixed or mobile objects or structures, other than visual or navigational aids for the guidance of aircraft or vehicles.

(2) Any fixed objects or structures permitted to be on the clearway must be of low mass and frangibly mounted.

6.32 Stopways

A stopway on which an aeroplane may be stopped in the event of an abandoned take-off may be provided at the end of a runway.

Note A stopway is required to terminate 60 m before the end of the runway strip. See section 6.16.

6.33 Dimensions of stopways

A stopway must be as wide as the width of its associated runway.

6.34 Surface of stopways

A stopway with a sealed surface must have frictional characteristics at least equivalent to those of the associated runway.

6.35 Stopway slopes and slope changes

Slope and slope changes on a stopway must be the same as those for the associated runway, except that:

(a) the limitation of a 0.8% slope for the first and last quarter of the length of a runway do not apply to the stopway; and

(b) at the junction of the stopway and runway, and along the stopway, the maximum rate of slope change may be increased to 0.3% per 30 m (a minimum radius of curvature of 10 000 m).

6.36 Bearing strength of stopways

The bearing strength of a stopway must be such as to support at least 1 single pass of an aeroplane for which the runway aeroplane reference code nomination is appropriate, without the aeroplane sustaining any structural damage.

CHAPTER 6

Division 2 Taxiways

Shows a colour-coded diagram of runways and the possible layout of taxiways, taxilanes and aircraft stands.

Figure Division 2 Taxiways (illustrates matters)

Note Figure Division 2 is a colour-coded diagram of runways and the possible layout of taxiways, taxilanes and aircraft stands. It is for illustrative purposes only.

6.37 Taxiway width

(1) The width of a straight section of a taxiway must not be less than the width determined using Table 6.37 (1).

(2) In Table 6.37 (1), for a taxiway with the OMGWS mentioned in a row of column 1, the minimum taxiway width of a straight section is the width mentioned in the same row in column 2.

Table 6.37 (1) Minimum width for straight section of taxiway

OMGWS	Minimum taxiway width (straight sections)
Up to but not including 4.5 m	7.5 m
4.5 m up to but not including 6 m	10.5 m
6 m up to but not including 9 m	15 m
9 m up to but not including 15 m	23 m

6.38 Taxiway edge clearance

(1) The width of any section of a taxiway must be such that, with the nose wheel of an aeroplane remaining on the taxiway, the clearance between the outer main gear wheels and the edge of the taxiway, at any point, must not be less than the distance determined using Table 6.38 (1).

(2) In Table 6.38 (1), for a taxiway with an OMGWS mentioned in a row of column 1, the minimum clearance between the outer main gear wheels of an aircraft and the edge of the taxiway is the clearance mentioned in the same row in column 2.

Table 6.38 (1) Minimum clearance between outer main gear wheels of aircraft and edge of taxiway

OMGWS	Minimum clearance
Up to but not including 4.5 m	1.5 m
4.5 m up to but not including 6 m	2.25 m
6 m up to but not including 9 m	3 m on straight portions
	3 m on curved portions — for aeroplanes with a wheelbase less than 18 m
	4 m on curved portions — for aeroplanes with a wheelbase equal to or greater than 18 m
9 m up to but not including 15 m	4 m

Note Wheelbase means the distance from the nose gear to the geometric centre of the main gear.

6.39 Taxiway curves

(1) The radii of any curves of a taxiway must be compatible with the manoeuvring capability and normal taxiing speeds of the aeroplanes for which the taxiway is provided.

Note See ICAO Document 9157, Aerodrome Design Manual, Part 2 — Taxiways and Aprons, for further guidance on the design of the curves. For ICAO documents, see section 1.07.

(2) The design of a taxiway curve must be such that, when the cockpit of the aeroplane remains over the taxiway centreline markings, the clearance distance between the outer main gear wheels of the aeroplane and the edge of the taxiway is not less than that specified in Table 6.38 (1).

6.40 Taxiway longitudinal slope

(1) The design longitudinal slope along any part of a taxiway must not exceed:

(a) for a code C, D, E or F taxiway — 1.5%; and

(b) for a code A or B taxiway — 3.0%.

(2) If it is physically impossible to avoid slope changes along any part of a taxiway, the transition from one longitudinal slope to another must be accomplished by a vertical curve, with a rate of change not more than:

(a) for a code C, D, E or F taxiway — 1.0% per 30 m (minimum radius of curvature of 3 000 m); and

(b) for a code A or B taxiway — 1.0% per 25 m (minimum radius of curvature of 2 500 m).

(3) The longitudinal slope values expressed in subsections (1) and (2) do not apply at the intersection of a taxiway with a runway or other taxiway if:

(a) there are conflicting drainage requirements or slope requirements; and

(b) alternative taxiway longitudinal slope values are as follows:

(i) arrived at after a safety analysis using the safety management system and the risk management plan;

(ii) as close as practicable to values expressed in subsections (1) and (2);

(iii) demonstrably safe for aircraft operations;

(iv) recorded in the aerodrome manual.

6.41 Taxiway transverse slope

(1) The transverse slope on any part of a taxiway must not permit any pooling or ponding of water on the taxiway.

(2) For design purposes, a transverse slope on a taxiway must be within the range of the percentage figures in column 1 in Table 6.41 (2) but a construction tolerance above or below the range is allowed within the limits specified in column 2.

Table 6.41 (2) Taxiway transverse slope values

Design slope	Construction tolerance
1.0% - 2.0%	± 0.5%

(3) The taxiway transverse slope values expressed in Table 6.41 (2) do not apply at the intersection of a taxiway with a runway or another taxiway if:

(a) there are conflicting drainage requirements or slope requirements; and

(b) alternative taxiway transverse slope values are as follows:

(i) arrived at after a safety analysis using the safety management system and the risk management plan;

(ii) as close as practicable to values expressed in Table 6.41 (2);

(iii) demonstrably safe for aircraft operations;

(iv) recorded in the aerodrome manual.

6.42 Taxiway sight distance

(1) The unobstructed line of sight along the surface of a taxiway, from a point above the taxiway, must not be less than the distance determined using Table 6.42 (1).

(2) In Table 6.42 (1), for a taxiway with a code letter mentioned in a row of column 1, the minimum unobstructed line of sight along the surface of the taxiway must not be less than the distance mentioned in the same row of column 2.

Table 6.42 (1) Taxiway line of sight

Taxiway code letter	Minimum line of sight
A	150 m — from a point 1.5 m above taxiway
B	200 m — from a point 2 m above taxiway
C, D, E or F	300 m — from a point 3 m above taxiway

6.43 Taxiway bearing strength

The bearing strength of a taxiway must be:

(a) at least equal to the bearing strength of the runway it serves; or

(b) otherwise capable of bearing the weights and movement frequencies of the types of aeroplanes which the taxiway serves.

6.44 Taxiway shoulders

A code C, D, E or F taxiway must have shoulders if it is available for use by turbine‑engined aeroplanes.

Note Taxiway shoulders are otherwise optional but are recommended.

6.45 Width of taxiway shoulders

(1) The total width of the taxiway and the shoulders must not be less than the following (the minimum taxiway shoulder width):

(a) for a code F taxiway — 44 m;

(b) for a code E taxiway — 38 m;

(d) for a code C taxiway — 25 m.

(2) The minimum taxiway shoulder width must be maintained along the whole length of a taxiway, including:

(a) on its curved sections; and

(b) at junctions and intersections with runways and other taxiways.

Note The requirement in subsection (1) applies despite any increase in the surface width of the taxiway itself on its curved sections, or at junctions or intersections with runways or other taxiways.

6.46 Surface of taxiway shoulders

(1) Taxiway shoulders must:

(a) be on both sides of the taxiway; and

(b) slope downwards and away from the taxiway surface; and

(d) if they have a step down from the taxiway surface — not step down by more than 25 mm; and

(e) if a runway intersects with the taxiway — merge with the runway shoulder.

Note CASA recommends that a taxiway shoulder should also be capable of the following:

(a) supporting an aeroplane running off the taxiway onto a shoulder without the aeroplane sustaining any structural damage;

(b) supporting emergency and service vehicles.

(2) If a sealed taxiway is designed for a jet engine aircraft whose engines overhang the taxiway shoulders, the surface of the shoulders must be sealed along their length to a width of at least 3 m from each taxiway edge.

6.47 Taxiway strips

(1) A taxiway, other than an aeroplane taxilane, must be located on a taxiway strip which includes graded areas on either side of the taxiway.

Note See Figure 6.47 (1). The taxiway sits within the graded area and overall taxiway strip.

(2) The surface of the graded area of a taxiway strip where it abuts a taxiway or a taxiway shoulder must not have any step down from the taxiway or a taxiway shoulder exceeding 25 mm.

(3) Any step up to the taxiway strip from a taxiway or taxiway shoulder must not exceed 25 mm.

Shows the composition of a Taxiway with the overall taxiway strip included the graded areas on either side of the taxiway.

Figure 6.47 (1) Taxiway composition (illustrates matters)

6.48 Width of taxiway strip

The width of the taxiway strip:

(a) on each side of the centreline of the taxiway; and

(b) measured from the centreline; and

must not be less than the following:

(d) for a code F taxiway — 51 m;

(e) for a code E taxiway — 43.5 m;

(f) for a code D taxiway — 37 m;

(g) for a code C taxiway — 26 m;

(h) for a code B taxiway — 20 m;

(i) for a code A taxiway — 15.5 m.

6.49 Width of graded area of taxiway strip

The graded area of a taxiway strip:

(a) on each side of the taxiway, including shoulders; and

(b) measured from the centreline of the taxiway; and

must not be less than the following:

(d) for a taxiway where the OMGWS is less than 4.5 m — 10.25 m;

(e) for a taxiway where the OMGWS is at least 4.5 m but less than 6 m — 11 m;

(f) for a taxiway where the OMGWS is at least 6 m but less than 9 m — 12.5 m;

(g) for a taxiway where the OMGWS is at least 9 m but less than 15 m — 18.5 m where the code letter is D;

(h) for a taxiway where the OMGWS is at least 9 m but less than 15 m — 19 m where the code letter is E;

(i) for a taxiway where the OMGWS is at least 9 m but less than 15 m — 22 m where the code letter is F.

6.50 Slope of taxiway strip

(1) The graded area of a taxiway strip, when measured relative to the transverse slope of the adjacent taxiway surface, must not have a design upward transverse slope that is more than:

(a) for a code C, D, E or F taxiway — 2.5%; or

(b) for a code A or B taxiway — 3%.

(2) The graded area of a taxiway strip, when measured relative to the horizontal, must not have a design downward transverse slope that exceeds 5.0%.

(3) No part of the taxiway strip beyond the graded area, and no objects or structures on the taxiway strip beyond the graded area, may project upwards through the plane surface mentioned in subsection (4).

(4) For subsection (3), the plane surface originates from the outer edge of the graded taxiway strip, and slopes upwards and outwards at a slope of 5% measured relative to the horizontal.

Note 1 The plane commences from the level associated with the edge of the graded area.

Note 2 Drains and ditches may be located at ground level in the taxiway strip beyond the graded portion.

6.51 Objects or structures on a taxiway strip

(1) A taxiway strip must be free of fixed objects or structures other than visual or navigational aids used for the guidance of aircraft or vehicles.

(2) Visual aids located within a taxiway strip must be sited at such a height that they cannot be struck by the propellers, engine pods or wings of aircraft using the taxiway.

6.52 Taxiways on bridges

(1) A bridge that is for a taxiway, or the part of a bridge that is to carry a taxiway (taxiway bridge) must be designed and constructed to bear the weight and frequency of the aircraft traffic for which the taxiway has the appropriate ARC nomination.

(2) The minimum width of a taxiway bridge must not be less than the total width of the taxiway and the graded areas specified in section 6.49.

(3) Despite subsection (2), the minimum width of the taxiway bridge may be reduced to not less than the width of the associated taxiway specified in section 6.37 if lateral restraints are provided at each edge of the taxiway bridge to prevent an aircraft from leaving the taxiway bridge.

(4) For subsection (3), a lateral restraint must not be hazardous for any aeroplane for which the taxiway is intended.

(5) If the engines of an aeroplane for which the taxiway has the appropriate ARC nominated overhang the structure of the taxiway bridge, adjacent areas below the taxiway bridge must be protected in such a way that no person or property is injured, damaged or adversely affected by engine blast.

(6) Vehicle access roads for emergency purposes may be located alongside a taxiway bridge.

(7) Vehicles on the access roads, and any required lateral restraints for vehicles, may infringe the slope of 5% measured relative to the horizontal mentioned in subsection 6.50 (4).

6.53 Taxiway minimum separation distances

(1) The separation distance between the centreline of a taxiway (including an apron taxiway, a rapid exit taxiway, and a taxilane) and 1 of the following:

(a) the centreline of a parallel runway;

(b) the centreline of a parallel taxiway;

(d) a building, structure, vehicle, wall, plant, equipment, parked aeroplane or road;

must not be less than the distance determined using Tables 6.53 (1)-1 and 6.53 (1)-2.

(2) For Table 6.53 (1)-1, where the row for a nominated code number for a runway (the runway) intersects with the column for a nominated code letter for the taxiway, the distance mentioned in the intersecting cell is the minimum separation distance required for the centreline of an associated taxiway to be from the centreline of the runway.

(3) The separation distance of the following (the relevant minimum separation distance):

(a) from the centreline of a taxiway (other than a taxilane) to the centreline of another taxiway (including a taxilane);

(b) from the centreline of a taxiway (other than a taxilane) to an object or structure;

(d) from the centreline of a taxilane to an object, structure, parked aeroplane or road;

must not be less than the distance determined using Table 6.53 (1)-2.

(4) For Rows 1 and 2 in Table 6.53 (1)-2, the relevant minimum separation distance for a taxiway with a code letter mentioned in a column of the Row is the distance in metres mentioned in the same column of the Row.

(5) For Rows 3 and 4 in Table 6.53 (1)-2, the relevant minimum separation distance for a taxilane with a code letter mentioned in a column of the Row is the distance in metres mentioned in the same column of the Row.

Table 6.53 (1)-1 Taxiway minimum separation distance to runways

From a taxiway centreline to a precision approach runway centreline

Code letter (Column 2)

Runway code number (Column 1)

77.5 m

82 m

88 m

–

77.5 m

82 m

88 m

–

152 m

158 m

166 m

172.5 m

180 m

–

158 m

166 m

172.5 m

180 m

From a taxiway centreline to a non-precision approach runway centreline

Code letter (Column 2)

Runway code number

(Column 1)

77.5 m

82 m

88 m

–

77.5 m

82 m

88 m

–

152 m

158 m

166 m

172.5 m

180 m

–

158 m

166 m

172.5 m

180 m

From a taxiway centreline to a non-instrument runway centreline

Code letter (Column 2)

Runway code number

(Column 1)

37.5 m

42 m

48 m

–

47.5 m

52 m

58 m

–

52.5 m

87 m

93 m

101 m

107.5 m

115 m

–

93 m

101 m

107.5 m

115 m

Table 6.53 (1)-2 Taxiway and taxilane minimum separation distance to other taxiways, taxilanes, objects, structures, parked aeroplanes or roads

From a taxiway centreline, other than a taxilane, to another taxiway centreline
Row 1	Code letter
	Column 1	Column 2		Column 3		Column 4	Column 5		Column 6
	A	B		C		D	E		F
	23 m	32 m		44 m		63 m	76 m		91 m

From a taxiway centreline, other than a taxilane, to an object, structure, parked aeroplane or road
Row 2	Code letter
	Column 1	Column 2		Column 3		Column 4	Column 5		Column 6
	A	B		C		D	E		F
	15.5 m	20 m		26 m		37 m	43.5 m		51 m

From a taxilane centreline to another taxilane centreline
Row 3	Code letter
	Column 1	Column 2	Column 3		Column 4		Column 5		Column 6
	A	B	C		D		E		F
	19.5 m	28.5 m	40.5 m		59.5 m		72.5 m		87.5 m

From a taxilane centreline to an object, structure, parked aeroplane or road
Row 4	Code letter
	Column 1	Column 2	Column 3		Column 4		Column 5	Column 6
	A	B	C		D		E	F
	12 m	16.5 m	22.5 m		33.5 m		40 m	47.5 m

Note 1 Separation distances are based on the concept of the wing of an aeroplane, centred on a parallel taxiway, remaining clear of a runway strip of standard width.

Note 2 The taxiway centreline to runway centreline separation distances in Table 6.53 (1)-2 have been determined using the maximum runway strip width required for the particular operational category (whether precision, non-precision or non-instrument) and the runway code letter.

Note 3 ILS installations may influence the location of taxiways due to interference to ILS signals from a taxiing or stopped aircraft. Information on critical and sensitive areas surrounding ILS installations is contained in ICAO Annex 10, Aeronautical Telecommunications, Volume I, Radio Navigation Aids, Attachment C. Further information may be obtained by consulting the CNS facility service provider. For ICAO documents, see section 1.07.

Shows a diagram of an airport with certain separation distances between Runways, Taxiways, taxilanes and aircraft parking bays.

Figure 6.53 (1) Certain separation distances (illustrates matters)

Note Figure 6.53 (1) is a diagram showing certain separation distances. It is for illustrative purposes only. In the legend, CL means centreline.

CHAPTER 7

Division 2 Obstacle limitation surfaces (OLS)

7.03 Introduction

(1) An aerodrome operator must establish and monitor the obstacle limitation surfaces (OLS) applicable to the aerodrome.

(2) The physical dimensions of the OLS for approach runways must be determined using Table 7.15 (1).

(3) The physical dimensions of the OLS for take-off runways must be determined using Table 7.16 (1).

(4) As far as possible, the aerodrome operator must ensure that the OLS within the aerodrome boundary is maintained clear of obstacles.

Note If third parties propose to erect structures likely to infringe the OLS outside the aerodrome boundary, it is in the interests of aerodrome operators to liaise as soon as possible with the proponents and the relevant planning authorities, with a view to ensuring the preservation of the OLS and limiting the introduction of new obstacles.

7.04 Reference elevation datum

A reference elevation datum must be:

(a) established for the horizontal and conical surfaces of the OLS; and

(b) if the elevation of the ARP is within 3 m of the average elevations of all existing and proposed runway ends — the same elevation as the ARP (rounded down to the nearest half metre); and

(c) if paragraph (b) does not apply — the average elevation of existing and proposed runway ends (rounded down to the nearest half metre).

Note The reference elevation datum is not to be confused with the aerodrome elevation published in the AIP‑ERSA. Aerodrome elevation is, by definition, the highest point on the landing area.

7.05 Outer horizontal surface of the OLS

The outer horizontal surface of the OLS must consist of a plane located 150 m above the reference elevation datum and extending from the upper edge of the extended conical surface, for a radial distance of 15 000 m from the ARP.

Note For guidance only, Figure 7.07-1 shows the relationship between the outer horizontal, the conical, the inner horizontal, and the transitional surfaces.

7.06 Conical surface

(1) The conical surface of the OLS must consist of straight and curved elements which slope upwards and outwards from the edge of the inner horizontal surface to the relevant height specified in Table 7.15 (1) above the inner horizontal surface.

Note For guidance only, see Figure 7.07-1.

(2) The slope of the conical surface must be measured in a vertical plane perpendicular to the periphery of the inner horizontal surface.

(3) If an outer horizontal surface is present and the end of the conical surface does not terminate directly into the commencement of the outer horizontal surface, the conical surface must then continue outwards on the same plane perpendicular to the periphery of the inner horizontal surface until it reaches the commencement of the outer horizontal surface.

7.07 Inner horizontal surface

The inner horizontal surface must be a horizontal plane, at the height specified in Table 7.15 (1) above the reference elevation datum, and extending to an outer boundary comprising:

(a) in the case of an aerodrome with a single runway — semi-circular curves of a radius determined in accordance with Table 7.15 (1), centred on the middle of each of the runway strip ends and joined tangentially by straight lines on each side of the runway parallel to the runway centreline; and

(b) in the case of an aerodrome with multiple runways — curves of a specified radius, centred on the middle of each of the runway strip ends and joined by a tangential line as 2 curves intersect.

Note For guidance only, see Figure 7.07-2.

Shows a representation of the relationship of outer horizontal, conical, inner horizontal and transitional surfaces, with an example obstacle.

Figure 7.07-1 Relationship of outer horizontal, conical, inner horizontal and transitional surfaces, with an example obstacle (illustrates matters)

Shows the boundary of Inner Horizontal Surface.

Figure 7.07-2 Boundary of inner horizontal surface (illustrates matters)

7.08 Approach surface

(1) The approach surface must be an inclined plane, or combination of planes, which originates from the inner edge associated with each runway threshold, with 2 sides originating at the ends of the inner edge.

(2) The inner edge associated with each runway threshold must have a specified length, and be located horizontally and perpendicular to the runway centreline, at the relevant distance before the threshold, as specified in Table 7.15 (1).

(3) The 2 sides must diverge uniformly from the extended centreline of the runway at the relevant rate, as specified in Table 7.15 (1).

(4) The approach surface may be divided into 3 sections and ends at an outer edge that is located at the relevant overall distance from the inner edge, and parallel to the inner edge, as specified in Table 7.15 (1).

(5) The elevation of the midpoint of the threshold must be the elevation of the inner edge.

(6) The slope of each section of the approach surface must be as specified in Table 7.15 (1) measured in the vertical plane containing the centreline of the runway.

Note For guidance only, see Figures 7.08 (6)-1 and 7.08 (6)-2 for the approach surface for an instrument approach runway, and a plane view of the approach surface.

Shows the approach surface for an instrument approach runway.

Figure 7.08 (6)-1 Approach surface for an instrument approach runway

Shows the plane view of the approach surface for an instrument approach runway.

Figure 7.08 (6)-2 Plane view of approach surface

7.09 Transitional surface

(1) The transitional surface:

(a) must be comprised of inclined planes that originate:

(i) at the lower edge from the side of the runway strip; and

(ii) at the side of the approach surface that is below the inner horizontal surface; and

(b) must finish where the upper edge is located in the plane of the inner horizontal surface.

Note For guidance only, see Figure 7.08 (6)-1.

(2) The transitional surface must slope upwards and outwards at a specified rate and be measured in a vertical plane at right angles to the centreline of the runway.

(3) The elevation of a point on the lower edge of the transitional surface must be:

(a) along the side of the approach surface — equal to the elevation of the approach surface at the point; and

(b) along the side of the runway strip — equal to the elevation of the nearest point on the centreline of the runway or stopway.

7.10 Inner approach surface

The inner approach surface:

(a) must be a rectangular portion of the approach surface immediately preceding the threshold; and

(b) must:

(i) originate from an inner edge of the length relevantly specified in Table 7.15 (1), at the same location as the inner edge for the approach surface; and

(ii) extend on 2 sides, parallel to the vertical plane containing the runway centreline, to an outer edge located at the distance specified in Table 7.15 (1) from, and parallel to, the inner edge.

Note For guidance only, see Figure 7.12 (1).

7.11 Inner transitional surface

Note For general guidance, the inner transitional surface is similar to the transitional surface but closer to a runway used for precision operations.

(1) The lower edge of the inner transitional surface must originate from the end of the inner approach surface, extend down the sides of the inner approach surface to the inner edge of the inner approach surface, from there extend along the runway strip to the inner edge of the baulked landing surface, and from there extend up the side of the baulked landing surface to the point where the side of the baulked landing surface intersects the inner horizontal surface.

(2) The elevation of a point on the lower edge of the inner transitional surface must be:

(a) along the side of the inner approach and baulked landing surfaces — equal to the elevation of the particular surface at that point; and

(b) along the runway strip — equal to the elevation of the nearest point on the centreline of the runway or stopway.

(3) The inner transitional surface must slope upwards and outwards at the relevant rate specified in Table 7.15 (1), and is to be measured in a vertical plane at right angles to the centreline of the runway.

(4) The upper edge of the inner transitional surface must be located in the plane of the inner horizontal surface.

Note For guidance only, see Figure 7.12 (1). CASA recommends that, subject to sections 6.55 and 6.56, the inner transitional surface should otherwise be used as the controlling surface for navigational aids, and aircraft and vehicle holding positions, which have to be located near the runway. The transitional surface should also be used as the controlling surface for building height control.

7.12 Baulked landing surface

Note For guidance only, see Figure 7.12 (1).

(1) The baulked landing surface must be an inclined plane originating at the relevant distance specified in Table 7.15 (1) after the threshold, and extending between the inner transitional surfaces.

(2) The baulked landing surface must originate from an inner edge of the length specified in Table 7.15 (1) located horizontally and perpendicular to the centreline of the runway, with 2 sides from the ends of the inner edge diverging uniformly at the specified rate from the vertical plane containing the centreline of the runway, ending at an outer edge located in the plane of the inner horizontal surface.

(3) The elevation of the inner edge must be equal to the elevation of the runway centreline at the location of the inner edge.

(4) The specified slope of the baulked landing surface must be measured in the vertical plane containing the centreline of the runway.

3 diagrams showing the Inner approach, inner transitional and baulked landing obstacle limitation surfaces.

Figure 7.12 (1) Inner approach, inner transitional and baulked landing OLS (illustrates matters)

7.13 Obstacle-free zone

The obstacle-free zone must be kept free from the following:

(a) fixed objects or structures other than lightweight, frangibly-mounted navigation aids that must be located near the runway to perform their function;

(b) transient objects when the runway is being used for precision approaches.

Note Transient objects include, for example, aircraft and vehicles.

7.14 Take-off climb surface

(1) The take-off climb surface must be an inclined plane located beyond the end of the runway or clearway.

Note For guidance, see Figure 7.14 (1).

(2) The origin of the take-off climb surface must be the inner edge of the specified length, located at the specified distance from the end of the runway or the clearway.

(3) The plane from the inner edge must slope upward at the specified rate, with the 2 sides of the plane originating from the ends of the inner edge concurrently diverging uniformly outwards to the final specified width, and continuing thereafter at that width for the remainder of the specified overall length of the take-off climb surface until it reaches the outer edge which is horizontal and perpendicular to the take-off track.

(4) Subject to subsection 7.14 (5), the elevation of the inner edge must be equal to the highest point on the extended runway centreline between the end of the runway and the inner edge.

(5) When a clearway is provided, the elevation of the inner edge must be equal to the highest point on the ground on the centreline of the clearway.

(6) The slope of the take-off climb surface must be measured in the vertical plane containing the centreline of the runway.

(7) References in this section to dimensions or values that are “specified” are specified in Table 7.16 (1).

Shows the plan view of take-off climb surface.

Figure 7.14 (1) Plan view of take-off climb surface

7.15 Approach runways — physical dimensions of the OLS

(1) The physical dimensions of the OLS for an approach runway are determined from Table 7.15 (1) in accordance with this section.

(2) Table 7.15 (1) is applied by matching the OLS dimension item in a row of column 1, for which a provision of this MOS mentions that the relevant dimension is specified, with the value in the cell in the same row of the column that is for the type of approach and runway code number.

Note For example, for subsection 7.06 (1), the height above the inner horizontal surface is as specified in the column of the row CONICAL, Height (m) in Table 7.15 (1) that is for the relevant approach and runway code.

(3) For Table 7.15 (1), all distances are measured horizontally unless otherwise specified under a

Code element 1
Code number	Aeroplane reference field length
1	Less than 800 m
2	Not less than 800 m
3	Not less than 1 200 m
4	Not less than 1 800 m

Runway code number (Column 1)	Type of runway (Column 2)
Runway code number (Column 1)	Non-instrument	Non-precision approach	Precision CAT I	Precision CAT II or CAT III	Take-off
1	30 m	40 m	60 md		30 m
2	40 m	40 m	60 md		40 m
3	75 ma	75 ma	90 mb, d	90 md	75 ma
4	75 m	75 m	90 mc, d	90 mc, d	75 m
Note 1 a If the runway code is A or B, the minimum distance is 45 m. b If the runway code is A or B, the minimum distance is 75 m. c If the runway code is F, the minimum distance is 107.5 m. Note 2 For “d”, this distance must be increased, if necessary, to the distance that ensures the avoidance of interference with radio navigation aids. Advice on ILS critical and sensitive areas must be obtained from the relevant aeronautical telecommunications service and radio navigation service provider.

Aircraft parking position code letter	Separation distance for an aircraft from an object, structure or parked aeroplane
A	3.0 m
B	3.0 m
C	4.5 m
D	7.5 m
E	7.5 m*
F	7.5 m*
Note * The minimum separation distance must be 10 m if free-moving parking is used.

Code element 2
Code letter	Wingspan
A	Up to but not including 15 m
B	15 m up to but not including 24 m
C	24 m up to but not including 36 m
D	36 m up to but not including 52 m
E	52 m up to but not including 65 m
F	65 m up to but not including 80 m